Method and system for enhancing the functionality of a vehicle

ABSTRACT

Methods and systems for enhancing the functionality of a semi-autonomous vehicle are described herein. The semi-autonomous vehicle may receive a communication from a fully autonomous vehicle within a threshold distance of the semi-autonomous vehicle. If the vehicles are travelling on the same route or the same portion of a route, the semi-autonomous vehicle may navigate to a location behind the fully autonomous vehicle. Then the semi-autonomous vehicle may operate autonomously by replicating one or more functions performed by the fully autonomous vehicle. The functions and/or maneuvers performed by the fully autonomous vehicle may be detected via sensors in the semi-autonomous vehicle and/or may be identified by communicating with the fully autonomous vehicle to receive indications of upcoming maneuvers. In this manner, the semi-autonomous vehicle may act as a fully autonomous vehicle.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. application Ser. No.15/409,136 entitled “METHOD AND SYSTEM FOR ENHANCING THE FUNCTIONALITYOF A VEHICLE,” filed on Jan. 18, 2017, which claims priority to and thebenefit of the filing date of the following applications: (1)provisional U.S. Patent Application No. 62/286,017 entitled “AutonomousVehicle Routing, Maintenance, & Fault Determination,” filed on Jan. 22,2016; (2) provisional U.S. Patent Application No. 62/287,659 entitled“Autonomous Vehicle Technology,” filed on Jan. 27, 2016; (3) provisionalU.S. Patent Application No. 62/302,990 entitled “Autonomous VehicleRouting,” filed on Mar. 3, 2016; (4) provisional U.S. Patent ApplicationNo. 62/303,500 entitled “Autonomous Vehicle Routing,” filed on Mar. 4,2016; (5) provisional U.S. Patent Application No. 62/312,109 entitled“Autonomous Vehicle Routing,” filed on Mar. 23, 2016; (6) provisionalU.S. Patent Application No. 62/349,884 entitled “Autonomous VehicleComponent and System Assessment,” filed on Jun. 14, 2016; (7)provisional U.S. Patent Application No. 62/351,559 entitled “AutonomousVehicle Component and System Assessment,” filed on Jun. 17, 2016; (8)provisional U.S. Patent Application No. 62/373,084 entitled “AutonomousVehicle Communications,” filed on Aug. 10, 2016; (9) provisional U.S.Patent Application No. 62/376,044 entitled “Autonomous OperationExpansion through Caravans,” filed on Aug. 17, 2016; (10) provisionalU.S. Patent Application No. 62/380,686 entitled “Autonomous OperationExpansion through Caravans,” filed on Aug. 29, 2016; (11) provisionalU.S. Patent Application No. 62/381,848 entitled “System and Method forAutonomous Vehicle Sharing Using Facial Recognition,” filed on Aug. 31,2016; (12) provisional U.S. Patent Application No. 62/406,595 entitled“Autonomous Vehicle Action Communications,” filed on Oct. 11, 2016; (13)provisional U.S. Patent Application No. 62/406,600 entitled “AutonomousVehicle Path Coordination,” filed on Oct. 11, 2016; (14) provisionalU.S. Patent Application No. 62/406,605 entitled “Autonomous VehicleSignal Control,” filed on Oct. 11, 2016; (15) provisional U.S. PatentApplication No. 62/406,611 entitled “Autonomous Vehicle Application,”filed on Oct. 11, 2016; (16) provisional U.S. Patent Application No.62/415,668 entitled “Method and System for Enhancing the Functionalityof a Vehicle,” filed on Nov. 1, 2016; (17) provisional U.S. PatentApplication No. 62/415,672 entitled “Method and System for Repairing aMalfunctioning Autonomous Vehicle,” filed on Nov. 1, 2016; (18)provisional U.S. Patent Application No. 62/415,673 entitled “System andMethod for Autonomous Vehicle Sharing Using Facial Recognition,” filedon Nov. 1, 2016; (19) provisional U.S. Patent Application No. 62/415,678entitled “System and Method for Autonomous Vehicle Ride Sharing UsingFacial Recognition,” filed on Nov. 1, 2016; (20) provisional U.S. PatentApplication No. 62/418,988 entitled “Virtual Testing of AutonomousVehicle Control System,” filed on Nov. 8, 2016; (21) provisional U.S.Patent Application No. 62/418,999 entitled “Detecting and Responding toAutonomous Vehicle Collisions,” filed on Nov. 8, 2016; (22) provisionalU.S. Patent Application No. 62/419,002 entitled “Automatic Repair onAutonomous Vehicles,” filed on Nov. 8, 2016; (23) provisional U.S.Patent Application No. 62/419,009 entitled “Autonomous Vehicle ComponentMalfunction Impact Assessment,” filed on Nov. 8, 2016; (24) provisionalU.S. Patent Application No. 62/419,017 entitled “Autonomous VehicleSensor Malfunction Detection,” filed on Nov. 8, 2016; (25) provisionalU.S. Patent Application No. 62/419,023 entitled “Autonomous VehicleDamage and Salvage Assessment,” filed on Nov. 8, 2016; (26) provisionalU.S. Patent Application No. 62/424,078 entitled “Systems and Methods forSensor Monitoring,” filed Nov. 18, 2016; (27) provisional U.S. PatentApplication No. 62/424,093 entitled “Autonomous Vehicle SensorMalfunction Detection,” filed on Nov. 18, 2016; (28) provisional U.S.Patent Application No. 62/428,843 entitled “Autonomous Vehicle Control,”filed on Dec. 1, 2016; (29) provisional U.S. Patent Application No.62/430,215 entitled Autonomous Vehicle Environment and ComponentMonitoring,” filed on Dec. 5, 2016; (30) provisional U.S. PatentApplication No. 62/434,355 entitled “Virtual Testing of AutonomousEnvironment Control System,” filed Dec. 14, 2016; (31) provisional U.S.Patent Application No. 62/434,359 entitled “Detecting and Responding toAutonomous Environment Incidents,” filed Dec. 14, 2016; (32) provisionalU.S. Patent Application No. 62/434,361 entitled “Component Damage andSalvage Assessment,” filed Dec. 14, 2016; (33) provisional U.S. PatentApplication No. 62/434,365 entitled “Sensor Malfunction Detection,”filed Dec. 14, 2016; (34) provisional U.S. Patent Application No.62/434,368 entitled “Component Malfunction Impact Assessment,” filedDec. 14, 2016; and (35) provisional U.S. Patent Application No.62/434,370 entitled “Automatic Repair of Autonomous Components,” filedDec. 14, 2016. The entire contents of each of the preceding applicationsare hereby expressly incorporated herein by reference.

Additionally, the present application is related to the followingco-pending U.S. patent applications: (1) U.S. patent application Ser.No. 15/409,143 entitled “Autonomous Operation Suitability Assessment andMapping,” filed Jan. 18, 2017 (2) U.S. patent application Ser. No.15/409,146 entitled “Autonomous Vehicle Routing,” filed Jan. 18, 2017(3) U.S. patent application Ser. No. 15/409,149 entitled “AutonomousVehicle Routing During Emergencies,” filed Jan. 18, 2017 (4) U.S. patentapplication Ser. No. 15/409,159 entitled “Autonomous Vehicle TripRouting,” filed Jan. 18, 2017 (5) U.S. patent application Ser. No.15/409,163 entitled “Autonomous Vehicle Parking,” filed Jan. 18, 2017(6) U.S. patent application Ser. No. 15/409,167 entitled “AutonomousVehicle Retrieval,” filed Jan. 18, 2017 (7) U.S. patent application Ser.No. 15/409,092 entitled “Autonomous Vehicle Action Communications,”filed Jan. 18, 2017 (8) U.S. patent application Ser. No. 15/409,099entitled “Autonomous Vehicle Path Coordination,” filed Jan. 18, 2017 (9)U.S. patent application Ser. No. 15/409,107 entitled “Autonomous VehicleSignal Control,” filed Jan. 18, 2017 (10) U.S. patent application Ser.No. 15/409,115 entitled “Autonomous Vehicle Application,” filed Jan. 18,2017 (11) U.S. patent application Ser. No. 15/409,180 entitled “Methodand System for Repairing a Malfunctioning Autonomous Vehicle,” filedJan. 18, 2017 (12) U.S. patent application Ser. No. 15/409,148 entitled“System and Method for Autonomous Vehicle Sharing Using FacialRecognition,” filed Jan. 18, 2017 (13) U.S. patent application Ser. No.15/409,198 entitled “System and Method for Autonomous Vehicle RideSharing Using Facial Recognition,” filed Jan. 18, 2017 (14) U.S. patentapplication Ser. No. 15/409,215 entitled “Autonomous Vehicle SensorMalfunction Detection,” filed Jan. 18, 2017 (15) U.S. patent applicationSer. No. 15/409,248 entitled “Sensor Malfunction Detection,” filed Jan.18, 2017 (16) U.S. patent application Ser. No. 15/409,271 entitled“Autonomous Vehicle Component Malfunction Impact Assessment,” filed Jan.18, 2017 (17) U.S. patent application Ser. No. 15/409,305 entitled“Component Malfunction Impact Assessment,” filed Jan. 18, 2017 (18) U.S.patent application Ser. No. 15/409,318 entitled “Automatic Repair ofAutonomous Vehicles,” filed Jan. 18, 2017 (19) U.S. patent applicationSer. No. 15/409,336 entitled “Automatic Repair of AutonomousComponents,” filed Jan. 18, 2017 (20) U.S. patent application Ser. No.15/409,340 entitled “Autonomous Vehicle Damage and Salvage Assessment,”filed Jan. 18, 2017 (21) U.S. patent application Ser. No. 15/409,349entitled “Component Damage and Salvage Assessment,” filed Jan. 18, 2017(22) U.S. patent application Ser. No. 15/409,359 entitled “Detecting andResponding to Autonomous Vehicle Collisions,” filed Jan. 18, 2017 (23)U.S. patent application Ser. No. 15/409,371 entitled “Detecting andResponding to Autonomous Environment Incidents,” filed Jan. 18, 2017(24) U.S. patent application Ser. No. 15/409,445 entitled “VirtualTesting of Autonomous Vehicle Control System,” filed Jan. 18, 2017 (25)U.S. patent application Ser. No. 15/409,473 entitled “Virtual Testing ofAutonomous Environment Control System,” filed Jan. 18, 2017 (26) U.S.patent application Ser. No. 15/409,220 entitled “Autonomous ElectricVehicle Charging,” filed Jan. 18, 2017 (27) U.S. patent application Ser.No. 15/409,213 entitled “Coordinated Autonomous Vehicle Automatic AreaScanning,” filed Jan. 18, 2017 (28) U.S. patent application Ser. No.15/409,228 entitled “Operator-Specific Configuration of AutonomousVehicle Operation,” filed Jan. 18, 2017 (29) U.S. patent applicationSer. No. 15/409,236 entitled “Autonomous Vehicle Operation AdjustmentBased Upon Route,” filed Jan. 18, 2017 (30) U.S. patent application Ser.No. 15/409,239 entitled “Autonomous Vehicle Component Maintenance andRepair,” filed Jan. 18, 2017 and (31) U.S. patent application Ser. No.15/409,243 entitled “Anomalous Condition Detection and Response forAutonomous Vehicles,” filed Jan. 18, 2017.

FIELD

The present disclosure generally relates to systems and methods forenhancing the functionality of semi-autonomous vehicles by caravanningwith fully autonomous vehicles.

BACKGROUND

Vehicles are typically operated by a human vehicle operator who controlsboth steering and motive controls. Operator error, inattention,inexperience, misuse, or distraction leads to many vehicle collisionseach year, resulting in injury and damage. Autonomous or semi-autonomousvehicles augment vehicle operators' information or replace vehicleoperators' control commands to operate the vehicle, in whole or part,with computer systems based upon information from sensors within, orattached to, the vehicle. Such vehicles may be operated with or withoutpassengers, thus requiring different means of control than traditionalvehicles. Such vehicles also may include a plurality of advancedsensors, capable of providing significantly more data (both in type andquantity) than is available even from GPS navigation assistance systemsinstalled in traditional vehicles.

Ensuring safe operation of such autonomous or semi-autonomous vehiclesis of the utmost importance because the automated systems of thesevehicles may not function properly in all environments. Althoughautonomous operation may be safer than manual operation under ordinarydriving conditions, unusual or irregular environmental conditions maysignificantly impair the functioning of the autonomous operationfeatures controlling the autonomous vehicle. Under some conditions,autonomous operation may become impractical or excessively dangerous. Asan example, fog or heavy rain may greatly reduce the ability ofautonomous operation features to safely control the vehicle.Additionally, damage or other impairment of sensors or other componentsof autonomous systems may significantly increase the risks associatedwith autonomous operation. Such conditions may change frequently,thereby changing the safety of autonomous vehicle operation.

BRIEF SUMMARY

The present embodiments may be related to autonomous or semi-autonomousvehicle operation, including driverless operation of fully autonomousvehicles. The embodiments described herein relate particularly tovarious aspects of communication between autonomous operation features,components, and software. A semi-autonomous vehicle may communicate withother vehicles within a predetermined communication range when thesemi-autonomous vehicle is malfunctioning and/or lacking the componentsor functionality to operate without input from a vehicle operator. Afully autonomous vehicle within the predetermined communication rangemay respond to the communication, and accordingly, the semi-autonomousvehicle may follow the fully autonomous vehicle, so that thesemi-autonomous vehicle may operate without the vehicle operator'sinput. Specific systems and methods are summarized below. The methodsand systems summarized below may include additional, less, or alternateactions, including those discussed elsewhere herein.

In one aspect, a computer-implemented method for enhancing thefunctionality of a vehicle may be provided. The method may includereceiving, in a semi-autonomous vehicle (or damaged autonomous vehicleor autonomous vehicle with malfunctioning autonomous features) havingone or more autonomous operation features, an indication that an (fullyor fully operation) autonomous vehicle is within a predeterminedthreshold distance of the semi-autonomous vehicle, wherein theautonomous vehicle includes one or more processors and/or sensorsimplementing one or more autonomous operation features and is capable ofroad operation without input from a vehicle operator, and wherein thesemi-autonomous vehicle requires input from a vehicle operator for roadoperation. The method may further include determining that thesemi-autonomous and autonomous vehicles are travelling on at least asame portion of a route; and/or for the same portion of the route,causing the semi-autonomous vehicle to follow the autonomous vehicle andreplicate one or more functions performed by the autonomous vehicle,such that the semi-autonomous vehicle is capable of operating withoutinput from the vehicle operator along the same portion of the route.

In some embodiments, at least one component in the semi-autonomousvehicle may be malfunctioning, such that the semi-autonomous vehiclerequires input from the vehicle operator to operate, wherein thesemi-autonomous vehicle is damaged in a vehicle collision and theautonomous vehicle is a tow service vehicle. Also in some embodiments,the semi-autonomous vehicle may include fewer sensors for autonomousoperation than the autonomous vehicle. The vehicle operator for thesemi-autonomous vehicle may provide input to the semi-autonomous vehicleto direct the semi-autonomous vehicle to a location behind theautonomous vehicle; and/or when the semi-autonomous vehicle detects theautonomous vehicle in front of the semi-autonomous vehicle, the methodmay further include causing the semi-autonomous vehicle to operatewithout input from the vehicle operator. The one or more processors mayperiodically (e.g., every second) re-verify that the semi-autonomousvehicle remains within the predetermined distance of the autonomousvehicle. When a distance between the vehicles exceeds the predeterminedthreshold distance, the semi-autonomous vehicle may maneuver to the sideof the road and park.

In further embodiments, determining that the semi-autonomous andautonomous vehicles are travelling on at least a same portion of a routemay include from the autonomous vehicle, an indication of a currentlocation of the autonomous vehicle, a destination location for theautonomous vehicle, and a route for the autonomous vehicle to navigateto the destination location including one or several waypoints along theroute; comparing the route for the autonomous vehicle to a route for thesemi-autonomous vehicle; and/or when the route for the autonomousvehicle and the route for the semi-autonomous vehicle include at leastone same waypoint, determining that the semi-autonomous and autonomousvehicles are travelling on a same portion of the route for thesemi-autonomous vehicle at least until the same waypoint.

Also in some embodiments, causing the semi-autonomous vehicle toreplicate one or more functions performed by the autonomous vehicle mayinclude receiving an indication of an upcoming maneuver to be performedby the autonomous vehicle and an indication of a time or location atwhich the upcoming maneuver will be performed; and/or causing thesemi-autonomous vehicle to perform the upcoming maneuver at theindicated time or location. The method may further include receiving anindication of a speed at which the autonomous vehicle is travelling;and/or causing the semi-autonomous vehicle to travel slower than thesemi-autonomous vehicle based upon the received speed.

In other embodiments, causing the semi-autonomous vehicle to replicateone or more functions performed by the autonomous vehicle may includedetecting, via one or more sensors within the semi-autonomous vehicle, amaneuver performed by the autonomous vehicle; and/or causing thesemi-autonomous vehicle to perform a same maneuver as the detectedmaneuver.

In additional embodiments, the method may include transmitting a requestto follow another vehicle capable of operating without input from avehicle operator, wherein the request is broadcasted to each vehiclewithin the predetermined threshold distance of the semi-autonomousvehicle.

Systems or computer-readable media storing instructions for implementingall or part of the system described above may also be provided in someaspects. Systems for implementing such methods may include one or moreof the following: a special-purpose assessment computing device, amobile computing device, a personal electronic device, an on-boardcomputer, a remote server, one or more sensors, one or morecommunication modules configured to communicate wirelessly via radiolinks, radio frequency links, and/or wireless communication channels,and/or one or more program memories coupled to one or more processors ofthe mobile computing device, personal electronic device, on-boardcomputer, or remote server. Such program memories may store instructionsto cause the one or more processors to implement part or all of themethod described above. Additional or alternative features describedherein below may be included in some aspects.

BRIEF DESCRIPTION OF THE DRAWINGS

Advantages will become more apparent to those skilled in the art fromthe following description of the preferred embodiments which have beenshown and described by way of illustration. As will be realized, thepresent embodiments may be capable of other and different embodiments,and their details are capable of modification in various respects.Accordingly, the drawings and description are to be regarded asillustrative in nature and not as restrictive.

The figures described below depict various aspects of the applications,methods, and systems disclosed herein. It should be understood that eachfigure depicts an embodiment of a particular aspect of the disclosedapplications, systems and methods, and that each of the figures isintended to accord with a possible embodiment thereof. Furthermore,wherever possible, the following description refers to the referencenumerals included in the following figures, in which features depictedin multiple figures are designated with consistent reference numerals.

FIG. 1A illustrates a block diagram of an exemplary autonomous vehicledata system for autonomous vehicle operation, monitoring, communication,and related functions;

FIG. 1B illustrates a block diagram of an exemplary autonomous vehiclecommunication system, showing a plurality of vehicles and smartinfrastructure components;

FIG. 2 illustrates a block diagram of an exemplary on-board computer ormobile device;

FIG. 3 illustrates a flow diagram of an exemplary autonomous vehicleoperation method;

FIGS. 4A-B illustrate flow diagrams of exemplary autonomous vehicleoperation monitoring methods for obtaining and recording informationduring vehicle operation;

FIG. 5 illustrates a flow diagram of an exemplary autonomous vehiclecaravan method for causing a semi-autonomous vehicle to follow a followautonomous vehicle to enhance the functionality of the semi-autonomousvehicle; and

FIG. 6 illustrates a flow diagram of an exemplary autonomous vehiclecaravan method for causing a malfunctioning or damaged autonomous orsemi-autonomous vehicle to follow an autonomous tow/repair vehicle toenhance the functionality of the autonomous or semi-autonomous vehicle.

DETAILED DESCRIPTION

The systems and methods disclosed herein generally relate to variousaspects of communication between autonomous operation features,components, and software. Responses to accidents, collisions, and otherevents causing malfunctions or damage are discussed below. Assessment ofcomponents and features may be performed as part of detectingmalfunctions, determining repairs, determining component operatingstatus, or generally evaluating effectiveness or reliability ofcomponents and features. To this end, the systems and methods mayinclude collecting, communicating, evaluating, predicting, and/orutilizing data associated with autonomous or semi-autonomous operationfeatures for controlling a vehicle. The autonomous operation featuresmay take full control of the vehicle under certain conditions, viz.fully autonomous operation, or the autonomous operation features mayassist the vehicle operator in operating the vehicle, viz. partiallyautonomous operation. Fully autonomous operation features may includesystems within the vehicle that pilot the vehicle to a destination withor without a vehicle operator present (e.g., an operating system for adriverless car). Partially autonomous operation features may assist thevehicle operator in limited ways (e.g., automatic braking or collisionavoidance systems). Fully or partially autonomous operation features mayperform specific functions to control or assist in controlling someaspect of vehicle operation, or such features may manage or controlother autonomous operation features. For example, a vehicle operatingsystem may control numerous subsystems that each fully or partiallycontrol aspects of vehicle operation. In some embodiments, a fullyautonomous operation feature may become a partially autonomous operationfeature when the fully autonomous operation feature or a componentassociated with the fully autonomous operation feature malfunctions.

In addition to information regarding the position or movement of avehicle, autonomous operation features may collect and utilize otherinformation, such as data about other vehicles or control decisions ofthe vehicle. Such additional information may be used to improve vehicleoperation, route the vehicle to a destination, warn of componentmalfunctions, advise others of potential hazards, or for other purposesdescribed herein. Information may be collected, assessed, and/or sharedvia applications installed and executing on computing devices associatedwith various vehicles or vehicle operators, such as on-board computersof vehicles or smartphones of vehicle operators. By using computerapplications to obtain data, the additional information generated byautonomous vehicles or features may be used to assess the autonomousfeatures themselves while in operation or to provide pertinentinformation to non-autonomous vehicles through an electroniccommunication network. These and other advantages are further describedbelow.

Autonomous operation features utilize data not available to a humanoperator, respond to conditions in the vehicle operating environmentfaster than human operators, and do not suffer fatigue or distraction.Thus, the autonomous operation features may also significantly affectvarious risks associated with operating a vehicle. Alternatively,autonomous operation features may be incapable of some actions typicallytaken by human operators, particularly when the features or othercomponents of the vehicle are damaged or inoperable. Moreover,combinations of autonomous operation features may further affectoperating risks due to synergies or conflicts between features. Toaccount for these effects on risk, some embodiments evaluate the qualityof each autonomous operation feature and/or combination of features.This may be accomplished by testing the features and combinations incontrolled environments, as well as analyzing the effectiveness of thefeatures in the ordinary course of vehicle operation. New autonomousoperation features may be evaluated based upon controlled testing and/orestimating ordinary-course performance based upon data regarding othersimilar features for which ordinary-course performance is known.

Some autonomous operation features may be adapted for use underparticular conditions, such as city driving or highway driving.Additionally, the vehicle operator may be able to configure settingsrelating to the features or may enable or disable the features at will.Therefore, some embodiments monitor use of the autonomous operationfeatures, which may include the settings or levels of feature use duringvehicle operation. Information obtained by monitoring feature usage maybe used to determine risk levels associated with vehicle operation,either generally or in relation to a vehicle operator. In suchsituations, total risk may be determined by a weighted combination ofthe risk levels associated with operation while autonomous operationfeatures are enabled (with relevant settings) and the risk levelsassociated with operation while autonomous operation features aredisabled. For fully autonomous vehicles, settings or configurationsrelating to vehicle operation may be monitored and used in determiningvehicle operating risk.

In some embodiments, information regarding the risks associated withvehicle operation with and without the autonomous operation features maybe used to determine risk categories or premiums for a vehicle insurancepolicy covering a vehicle with autonomous operation features, asdescribed elsewhere herein. Risk category or price may be determinedbased upon factors relating to the evaluated effectiveness of theautonomous vehicle features. The risk or price determination may alsoinclude traditional factors, such as location, vehicle type, and levelof vehicle use. For fully autonomous vehicles, factors relating tovehicle operators may be excluded entirely. For partially autonomousvehicles, factors relating to vehicle operators may be reduced inproportion to the evaluated effectiveness and monitored usage levels ofthe autonomous operation features. For vehicles with autonomouscommunication features that obtain information from external sources(e.g., other vehicles or infrastructure), the risk level and/or pricedetermination may also include an assessment of the availability ofexternal sources of information. Location and/or timing of vehicle usemay thus be monitored and/or weighted to determine the risk associatedwith operation of the vehicle.

Exemplary Autonomous Vehicle Operation System

FIG. 1A illustrates a block diagram of an exemplary autonomous vehicledata system 100 on which the exemplary methods described herein may beimplemented. The high-level architecture includes both hardware andsoftware applications, as well as various data communications channelsfor communicating data between the various hardware and softwarecomponents. The autonomous vehicle data system 100 may be roughlydivided into front-end components 102 and back-end components 104. Thefront-end components 102 may obtain information regarding a vehicle 108(e.g., a car, truck, motorcycle, etc.) and the surrounding environment.An on-board computer 114 may utilize this information to operate thevehicle 108 according to an autonomous operation feature or to assistthe vehicle operator in operating the vehicle 108. To monitor thevehicle 108, the front-end components 102 may include one or moresensors 120 and/or personal electronic devices installed within thevehicle 108 that may communicate with the on-board computer 114. Thefront-end components 102 may further process the sensor data using theon-board computer 114 or a mobile device 110 (e.g., a smart phone, atablet computer, a special purpose computing device, smart watch,wearable electronics, etc.) to determine when the vehicle is inoperation and information regarding the vehicle.

In some embodiments of the system 100, the front-end components 102 maycommunicate with the back-end components 104 via a network 130. Eitherthe on-board computer 114 or the mobile device 110 may communicate withthe back-end components 104 via the network 130 to allow the back-endcomponents 104 to record information regarding vehicle usage. Theback-end components 104 may use one or more servers 140 to receive datafrom the front-end components 102, store the received data, process thereceived data, and/or communicate information associated with thereceived or processed data.

The front-end components 102 may be disposed within or communicativelyconnected to one or more on-board computers 114, which may bepermanently or removably installed in the vehicle 108. The on-boardcomputer 114 may interface with the one or more sensors 120 within thevehicle 108 (e.g., a digital camera, a LIDAR sensor, an ultrasonicsensor, an infrared sensor, an ignition sensor, an odometer, a systemclock, a speedometer, a tachometer, an accelerometer, a gyroscope, acompass, a geolocation unit, radar unit, etc.), which sensors may alsobe incorporated within or connected to the on-board computer 114.

The front end components 102 may further include a communicationcomponent 122 to transmit information to and receive information fromexternal sources, including other vehicles, infrastructure, or theback-end components 104. In some embodiments, the mobile device 110 maysupplement the functions performed by the on-board computer 114described herein by, for example, sending or receiving information toand from the mobile server 140 via the network 130, such as over one ormore radio frequency links or wireless communication channels. In otherembodiments, the on-board computer 114 may perform all of the functionsof the mobile device 110 described herein, in which case no mobiledevice 110 may be present in the system 100.

Either or both of the mobile device 110 or on-board computer 114 maycommunicate with the network 130 over links 112 and 118, respectively.Either or both of the mobile device 110 or on-board computer 114 may runa Data Application for collecting, generating, processing, analyzing,transmitting, receiving, and/or acting upon data associated with thevehicle 108 (e.g., sensor data, autonomous operation feature settings,or control decisions made by the autonomous operation features) or thevehicle environment (e.g., other vehicles operating near the vehicle108). Additionally, the mobile device 110 and on-board computer 114 maycommunicate with one another directly over link 116.

The mobile device 110 may be either a general-use personal computer,cellular phone, smart phone, tablet computer, smart watch, wearableelectronics, or a dedicated vehicle monitoring or control device.Although only one mobile device 110 is illustrated, it should beunderstood that a plurality of mobile devices 110 may be used in someembodiments. The on-board computer 114 may be a general-use on-boardcomputer capable of performing many functions relating to vehicleoperation or a dedicated computer for autonomous vehicle operation.Further, the on-board computer 114 may be installed by the manufacturerof the vehicle 108 or as an aftermarket modification or addition to thevehicle 108. In some embodiments or under certain conditions, the mobiledevice 110 or on-board computer 114 may function as thin-client devicesthat outsource some or most of the processing to the server 140.

The sensors 120 may be removably or fixedly installed within the vehicle108 and may be disposed in various arrangements to provide informationto the autonomous operation features. Among the sensors 120 may beincluded one or more of a GPS unit, a radar unit, a LIDAR unit, anultrasonic sensor, an infrared sensor, an inductance sensor, a camera,an accelerometer, a tachometer, or a speedometer. Some of the sensors120 (e.g., radar, LIDAR, or camera units) may actively or passively scanthe vehicle environment for obstacles (e.g., other vehicles, buildings,pedestrians, etc.), roadways, lane markings, signs, or signals. Othersensors 120 (e.g., GPS, accelerometer, or tachometer units) may providedata for determining the location or movement of the vehicle 108. Othersensors 120 may be directed to the interior or passenger compartment ofthe vehicle 108, such as cameras, microphones, pressure sensors,thermometers, or similar sensors to monitor the vehicle operator and/orpassengers within the vehicle 108. Information generated or received bythe sensors 120 may be communicated to the on-board computer 114 or themobile device 110 for use in autonomous vehicle operation.

In further embodiments, the front-end components may include aninfrastructure communication device 124 for monitoring the status of oneor more infrastructure components 126. Infrastructure components 126 mayinclude roadways, bridges, traffic signals, gates, switches, crossings,parking lots or garages, toll booths, docks, hangars, or other similarphysical portions of a transportation system's infrastructure. Theinfrastructure communication device 124 may include or becommunicatively connected to one or more sensors (not shown) fordetecting information relating to the condition of the infrastructurecomponent 126. The sensors (not shown) may generate data relating toweather conditions, traffic conditions, or operating status of theinfrastructure component 126.

The infrastructure communication device 124 may be configured to receivethe sensor data generated and determine a condition of theinfrastructure component 126, such as weather conditions, roadintegrity, construction, traffic, available parking spaces, etc. Theinfrastructure communication device 124 may further be configured tocommunicate information to vehicles 108 via the communication component122. In some embodiments, the infrastructure communication device 124may receive information from one or more vehicles 108, while, in otherembodiments, the infrastructure communication device 124 may onlytransmit information to the vehicles 108. The infrastructurecommunication device 124 may be configured to monitor vehicles 108and/or communicate information to other vehicles 108 and/or to mobiledevices 110.

In some embodiments, the communication component 122 may receiveinformation from external sources, such as other vehicles orinfrastructure. The communication component 122 may also sendinformation regarding the vehicle 108 to external sources. To send andreceive information, the communication component 122 may include atransmitter and a receiver designed to operate according topredetermined specifications, such as the dedicated short-rangecommunication (DSRC) channel, wireless telephony, Wi-Fi, or otherexisting or later-developed communications protocols. The receivedinformation may supplement the data received from the sensors 120 toimplement the autonomous operation features. For example, thecommunication component 122 may receive information that an autonomousvehicle ahead of the vehicle 108 is reducing speed, allowing theadjustments in the autonomous operation of the vehicle 108.

In addition to receiving information from the sensors 120, the on-boardcomputer 114 may directly or indirectly control the operation of thevehicle 108 according to various autonomous operation features. Theautonomous operation features may include software applications ormodules implemented by the on-board computer 114 to generate andimplement control commands to control the steering, braking, or throttleof the vehicle 108. To facilitate such control, the on-board computer114 may be communicatively connected to control components of thevehicle 108 by various electrical or electromechanical controlcomponents (not shown). When a control command is generated by theon-board computer 114, it may thus be communicated to the controlcomponents of the vehicle 108 to effect a control action. In embodimentsinvolving fully autonomous vehicles, the vehicle 108 may be operableonly through such control components (not shown). In other embodiments,the control components may be disposed within or supplement othervehicle operator control components (not shown), such as steeringwheels, accelerator or brake pedals, or ignition switches.

In some embodiments, the front-end components 102 communicate with theback-end components 104 via the network 130. The network 130 may be aproprietary network, a secure public internet, a virtual private networkor some other type of network, such as dedicated access lines, plainordinary telephone lines, satellite links, cellular data networks,combinations of these. The network 130 may include one or more radiofrequency communication links, such as wireless communication links 112and 118 with mobile devices 110 and on-board computers 114,respectively. Where the network 130 comprises the Internet, datacommunications may take place over the network 130 via an Internetcommunication protocol.

The back-end components 104 include one or more servers 140. Each server140 may include one or more computer processors adapted and configuredto execute various software applications and components of theautonomous vehicle data system 100, in addition to other softwareapplications. The server 140 may further include a database 146, whichmay be adapted to store data related to the operation of the vehicle 108and its autonomous operation features. Such data might include, forexample, dates and times of vehicle use, duration of vehicle use, useand settings of autonomous operation features, information regardingcontrol decisions or control commands generated by the autonomousoperation features, speed of the vehicle 108, RPM or other tachometerreadings of the vehicle 108, lateral and longitudinal acceleration ofthe vehicle 108, vehicle accidents, incidents or near collisions of thevehicle 108, hazardous or anomalous conditions within the vehicleoperating environment (e.g., construction, accidents, etc.),communication between the autonomous operation features and externalsources, environmental conditions of vehicle operation (e.g., weather,traffic, road condition, etc.), errors or failures of autonomousoperation features, or other data relating to use of the vehicle 108 andthe autonomous operation features, which may be uploaded to the server140 via the network 130. The server 140 may access data stored in thedatabase 146 when executing various functions and tasks associated withthe evaluating feature effectiveness or assessing risk relating to anautonomous vehicle.

Although the autonomous vehicle data system 100 is shown to include onevehicle 108, one mobile device 110, one on-board computer 114, and oneserver 140, it should be understood that different numbers of vehicles108, mobile devices 110, on-board computers 114, and/or servers 140 maybe utilized. For example, the system 100 may include a plurality ofservers 140 and hundreds or thousands of mobile devices 110 or on-boardcomputers 114, all of which may be interconnected via the network 130.Furthermore, the database storage or processing performed by the one ormore servers 140 may be distributed among a plurality of servers 140 inan arrangement known as “cloud computing.” This configuration mayprovide various advantages, such as enabling near real-time uploads anddownloads of information as well as periodic uploads and downloads ofinformation. This may in turn support a thin-client embodiment of themobile device 110 or on-board computer 114 discussed herein.

The server 140 may have a controller 155 that is operatively connectedto the database 146 via a link 156. It should be noted that, while notshown, additional databases may be linked to the controller 155 in aknown manner. For example, separate databases may be used for varioustypes of information, such as autonomous operation feature information,vehicle accidents, road conditions, vehicle insurance policyinformation, or vehicle use information. Additional databases (notshown) may be communicatively connected to the server 140 via thenetwork 130, such as databases maintained by third parties (e.g.,weather, construction, or road network databases). The controller 155may include a program memory 160, a processor 162 (which may be called amicrocontroller or a microprocessor), a random-access memory (RAM) 164,and an input/output (I/O) circuit 166, all of which may beinterconnected via an address/data bus 165. It should be appreciatedthat although only one microprocessor 162 is shown, the controller 155may include multiple microprocessors 162. Similarly, the memory of thecontroller 155 may include multiple RAMs 164 and multiple programmemories 160. Although the I/O circuit 166 is shown as a single block,it should be appreciated that the I/O circuit 166 may include a numberof different types of I/O circuits. The RAM 164 and program memories 160may be implemented as semiconductor memories, magnetically readablememories, or optically readable memories, for example. The controller155 may also be operatively connected to the network 130 via a link 135.

The server 140 may further include a number of software applicationsstored in a program memory 160. The various software applications on theserver 140 may include an autonomous operation information monitoringapplication 141 for receiving information regarding the vehicle 108 andits autonomous operation features (which may include control commands ordecisions of the autonomous operation features), a feature evaluationapplication 142 for determining the effectiveness of autonomousoperation features under various conditions and/or determining operatingcondition of autonomous operation features or components, a real-timecommunication application 143 for communicating information regardingvehicle or environmental conditions between a plurality of vehicles, anavigation application 144 for assisting autonomous or semi-autonomousvehicle operation, and an accident detection application 145 foridentifying accidents and providing assistance. The various softwareapplications may be executed on the same computer processor or ondifferent computer processors.

FIG. 1B illustrates a block diagram of an exemplary autonomous vehiclecommunication system 180 on which the exemplary methods described hereinmay be implemented. In one aspect, system 180 may include a network 130,N number of vehicles 182.1-182.N and respective mobile computing devices184.1-184.N, one or several personal electronic devices (not shown), anexternal computing device 186, and/or a smart infrastructure component188. In one aspect, mobile computing devices 184 may be animplementation of mobile computing device 110, while vehicles 182 may bean implementation of vehicle 108. The vehicles 182 may include aplurality of vehicles 108 having autonomous operation features, as wellas a plurality of other vehicles not having autonomous operationfeatures. As illustrated, the vehicle 182.1 may include a vehiclecontroller 181.1, which may be an on-board computer 114 as discussedelsewhere herein, while vehicle 182.2 may lack such a component. Each ofvehicles 182.1 and 182.2 may be configured for wireless inter-vehiclecommunication, such as vehicle-to-vehicle (V2V) wireless communicationand/or data transmission via the communication component 122, directlyvia the mobile computing devices 184, or otherwise. The personalelectronic devices may include any type of electronic device thatmonitors conditions associated with an individual. For example, thepersonal electronic device may be a smart watch, a fitness tracker, apersonal medical device (e.g., a pace maker, an insulin pump, etc.)and/or monitoring devices thereof, smart implants, and so on. Thepersonal electronic device may monitor the conditions of the individualwhile the individual is present in one of the vehicles 182 and/oroperating one of the vehicles 182 in a semi-autonomous mode.

Although system 180 is shown in FIG. 1A as including one network 130,two mobile computing devices 184.1 and 184.2, two vehicles 182.1 and182.2, one external computing device 186, and/or one smartinfrastructure component 188, various embodiments of system 180 mayinclude any suitable number of networks 130, mobile computing devices184, vehicles 182, external computing devices 186, and/or infrastructurecomponents 188. The vehicles 182 included in such embodiments mayinclude any number of vehicles 182.i having vehicle controllers 181.i(such as vehicle 182.1 with vehicle controller 181.1) and vehicles 182 jnot having vehicles controllers (such as vehicle 182.2). Moreover,system 180 may include a plurality of external computing devices 186 andmore than two mobile computing devices 184, any suitable number of whichbeing interconnected directly to one another and/or via network 130.

In one aspect, each of mobile computing devices 184.1 and 184.2 may beconfigured to communicate with one another directly via peer-to-peer(P2P) wireless communication and/or data transfer. In other aspects,each of mobile computing devices 184.1 and 184.2 may be configured tocommunicate indirectly with one another and/or any suitable device viacommunications over network 130, such as external computing device 186and/or smart infrastructure component 188, for example. In still otheraspects, each of mobile computing devices 184.1 and 184.2 may beconfigured to communicate directly and/or indirectly with other suitabledevices, which may include synchronous or asynchronous communication.

Each of mobile computing devices 184.1 and 184.2 and/or personalelectronic devices may be configured to send data to and/or receive datafrom one another and/or via network 130 using one or more suitablecommunication protocols, which may be the same communication protocolsor different communication protocols. For example, mobile computingdevices 184.1 and 184.2 may be configured to communicate with oneanother via a direct radio link 183 a, which may utilize, for example, aWi-Fi direct protocol, an ad-hoc cellular communication protocol, etc.Mobile computing devices 184.1 and 184.2 and/or personal electronicdevices may also be configured to communicate with vehicles 182.1 and182.2, respectively, utilizing a BLUETOOTH communication protocol (radiolink not shown). In some embodiments, this may include communicationbetween a mobile computing device 184.1 and a vehicle controller 181.1.In other embodiments, it may involve communication between a mobilecomputing device 184.2 and a vehicle telephony, entertainment,navigation, or information system (not shown) of the vehicle 182.2 thatprovides functionality other than autonomous (or semi-autonomous)vehicle control. Thus, vehicles 182.2 without autonomous operationfeatures may nonetheless be connected to mobile computing devices 184.2in order to facilitate communication, information presentation, orsimilar non-control operations (e.g., navigation display, hands-freetelephony, or music selection and presentation).

To provide additional examples, mobile computing devices 184.1 and 184.2and/or personal electronic devices may be configured to communicate withone another via radio links 183 b and 183 c by each communicating withnetwork 130 utilizing a cellular communication protocol. As anadditional example, mobile computing devices 184.1 and/or 184.2 may beconfigured to communicate with external computing device 186 via radiolinks 183 b, 183 c, and/or 183 e. Still further, one or more of mobilecomputing devices 184.1 and/or 184.2 and/or personal electronic devicesmay also be configured to communicate with one or more smartinfrastructure components 188 directly (e.g., via radio link 183 d)and/or indirectly (e.g., via radio links 183 c and 183 f via network130) using any suitable communication protocols. Similarly, one or morevehicle controllers 181.1 may be configured to communicate directly tothe network 130 (via radio link 183 b) or indirectly through mobilecomputing device 184.1 (via radio link 183 b). Vehicle controllers 181.1may also communicate with other vehicle controllers and/or mobilecomputing devices 184.2 directly or indirectly through mobile computingdevice 184.1 via local radio links 183 a. As discussed elsewhere herein,network 130 may be implemented as a wireless telephony network (e.g.,GSM, CDMA, LTE, etc.), a Wi-Fi network (e.g., via one or more IEEE802.11 Standards), a WiMAX network, a Bluetooth network, etc. Thus,links 183 a-183 f may represent wired links, wireless links, or anysuitable combination thereof. For example, the links 183 e and/or 183 fmay include wired links to the network 130, in addition to, or insteadof, wireless radio connections.

In some embodiments, the external computing device 186 may mediatecommunication between the mobile computing devices 184.1 and 184.2 basedupon location or other factors. In embodiments in which mobile computingdevices 184.1 and 184.2 communicate directly with one another in apeer-to-peer fashion, network 130 may be bypassed and thuscommunications between mobile computing devices 184.1 and 184.2 andexternal computing device 186 may be unnecessary. For example, in someaspects, mobile computing device 184.1 may broadcast geographic locationdata and/or telematics data directly to mobile computing device 184.2.In this case, mobile computing device 184.2 may operate independently ofnetwork 130 to determine operating data, risks associated withoperation, control actions to be taken, and/or alerts to be generated atmobile computing device 184.2 based upon the geographic location data,sensor data, and/or the autonomous operation feature data. In accordancewith such aspects, network 130 and external computing device 186 may beomitted.

However, in other aspects, one or more of mobile computing devices 184.1and/or 184.2 and/or personal electronic devices may work in conjunctionwith external computing device 186 to determine operating data, risksassociated with operation, control actions to be taken, and/or alerts tobe generated. For example, in some aspects, mobile computing device184.1 may broadcast geographic location data and/or autonomous operationfeature data, which is received by external computing device 186. Inthis case, external computing device 186 may be configured to determinewhether the same or other information should be sent to mobile computingdevice 184.2 based upon the geographic location data, autonomousoperation feature data, or data derived therefrom.

Mobile computing devices 184.1 and 184.2 may be configured to executeone or more algorithms, programs, applications, etc., to determine ageographic location of each respective mobile computing device (and thustheir associated vehicle) to generate, measure, monitor, and/or collectone or more sensor metrics as telematics data, to broadcast thegeographic data and/or telematics data via their respective radio links,to receive the geographic data and/or telematics data via theirrespective radio links, to determine whether an alert should begenerated based upon the telematics data and/or the geographic locationdata, to generate the one or more alerts, and/or to broadcast one ormore alert notifications. Such functionality may, in some embodiments becontrolled in whole or part by a Data Application operating on themobile computing devices 184, as discussed elsewhere herein. Such DataApplication may communicate between the mobile computing devices 184 andone or more external computing devices 186 (such as servers 140) tofacilitate centralized data collection and/or processing.

In some embodiments, the Data Application may facilitate control of avehicle 182 by a user, such as by selecting vehicle destinations and/orroutes along which the vehicle 182 will travel. The Data Application mayfurther be used to establish restrictions on vehicle use or store userpreferences for vehicle use, such as in a user profile. In furtherembodiments, the Data Application may monitor vehicle operation orsensor data in real-time to make recommendations or for other purposesas described herein. The Data Application may further facilitatemonitoring and/or assessment of the vehicle 182, such as by evaluatingoperating data to determine the condition of the vehicle or componentsthereof (e.g., sensors, autonomous operation features, etc.).

External computing device 186 may be configured to execute varioussoftware applications, algorithms, and/or other suitable programs.External computing device 186 may be implemented as any suitable type ofdevice to facilitate the functionality as described herein. For example,external computing device 186 may be a server 140 as discuses elsewhereherein. As another example, the external computing device 186 may beanother computing device associated with an operator or owner of avehicle 182, such as a desktop or notebook computer. Althoughillustrated as a single device in FIG. 1B, one or more portions ofexternal computing device 186 may be implemented as one or more storagedevices that are physically co-located with external computing device186, or as one or more storage devices utilizing different storagelocations as a shared database structure (e.g. cloud storage).

In some embodiments, external computing device 186 may be configured toperform any suitable portion of the processing functions remotely thathave been outsourced by one or more of mobile computing devices 184.1and/or 184.2 (and/or vehicle controllers 181.1). For example, mobilecomputing device 184.1 and/or 184.2 may collect data (e.g., geographiclocation data and/or telematics data) as described herein, but may sendthe data to external computing device 186 for remote processing insteadof processing the data locally. In such embodiments, external computingdevice 186 may receive and process the data to determine whether ananomalous condition exists and, if so, whether to send an alertnotification to one or more mobile computing devices 184.1 and 184.2 ortake other actions.

In one aspect, external computing device 186 may additionally oralternatively be part of an insurer computing system (or facilitatecommunications with an insurer computer system), and as such may accessinsurer databases, execute algorithms, execute applications, accessremote servers, communicate with remote processors, etc., as needed toperform insurance-related functions. Such insurance-related functionsmay include assisting insurance customers in evaluating autonomousoperation features, limiting manual vehicle operation based upon risklevels, providing information regarding risk levels associated withautonomous and/or manual vehicle operation along routes, and/ordetermining repair/salvage information for damaged vehicles. Forexample, external computing device 186 may facilitate the receipt ofautonomous operation or other data from one or more mobile computingdevices 184.1-184.N, which may each be running a Data Application toobtain such data from autonomous operation features or sensors 120associated therewith.

In aspects in which external computing device 186 facilitatescommunications with an insurer computing system (or is part of such asystem), data received from one or more mobile computing devices184.1-184.N may include user credentials, which may be verified byexternal computing device 186 or one or more other external computingdevices, servers, etc. These user credentials may be associated with aninsurance profile, which may include, for example, insurance policynumbers, a description and/or listing of insured assets, vehicleidentification numbers of insured vehicles, addresses of insuredstructures, contact information, premium rates, discounts, etc. In thisway, data received from one or more mobile computing devices 184.1-184.Nmay allow external computing device 186 to uniquely identify eachinsured customer and/or whether each identified insurance customer hasinstalled the Data Application. In addition, external computing device186 may facilitate the communication of the updated insurance policies,premiums, rates, discounts, etc., to insurance customers for theirreview, modification, and/or approval—such as via wireless communicationor data transmission to one or more mobile computing devices184.1-184.N.

In some aspects, external computing device 186 may facilitate indirectcommunications between one or more of mobile computing devices 184,vehicles 182, and/or smart infrastructure component 188 via network 130or another suitable communication network, wireless communicationchannel, and/or wireless link. Smart infrastructure components 188 maybe implemented as any suitable type of traffic infrastructure componentsconfigured to receive communications from and/or to send communicationsto other devices, such as mobile computing devices 184 and/or externalcomputing device 186. Thus, smart infrastructure components 188 mayinclude infrastructure components 126 having infrastructurecommunication devices 124. For example, smart infrastructure component188 may be implemented as a traffic light, a railroad crossing signal, aconstruction notification sign, a roadside display configured to displaymessages, a billboard display, a parking garage monitoring device, etc.

In some embodiments, the smart infrastructure component 188 may includeor be communicatively connected to one or more sensors (not shown) fordetecting information relating to the condition of the smartinfrastructure component 188, which sensors may be connected to or partof the infrastructure communication device 124 of the smartinfrastructure component 188. The sensors (not shown) may generate datarelating to weather conditions, traffic conditions, or operating statusof the smart infrastructure component 188. The smart infrastructurecomponent 188 may be configured to receive the sensor data generated anddetermine a condition of the smart infrastructure component 188, such asweather conditions, road integrity, construction, traffic, availableparking spaces, etc.

In some aspects, smart infrastructure component 188 may be configured tocommunicate with one or more other devices directly and/or indirectly.For example, smart infrastructure component 188 may be configured tocommunicate directly with mobile computing device 184.2 via radio link183 d and/or with mobile computing device 184.1 via links 183 b and 183f utilizing network 130. As another example, smart infrastructurecomponent 188 may communicate with external computing device 186 vialinks 183 e and 183 f utilizing network 130. To provide someillustrative examples of the operation of the smart infrastructurecomponent 188, if smart infrastructure component 188 is implemented as asmart traffic light, smart infrastructure component 188 may change atraffic light from green to red (or vice-versa) or adjust a timing cycleto favor traffic in one direction over another based upon data receivedfrom the vehicles 182. If smart infrastructure component 188 isimplemented as a traffic sign display, smart infrastructure component188 may display a warning message that an anomalous condition (e.g., anaccident) has been detected ahead and/or on a specific roadcorresponding to the geographic location data.

FIG. 2 illustrates a block diagram of an exemplary mobile device 110 oran exemplary on-board computer 114 consistent with the system 100 andthe system 180. The mobile device 110 or on-board computer 114 mayinclude a display 202, a GPS unit 206, a communication unit 220, anaccelerometer 224, one or more additional sensors (not shown), auser-input device (not shown), and/or, like the server 140, a controller204. In some embodiments, the mobile device 110 and on-board computer114 may be integrated into a single device, or either may perform thefunctions of both. The on-board computer 114 (or mobile device 110)interfaces with the sensors 120 and/or personal electronic devices toreceive information regarding the vehicle 108 and its environment, whichinformation is used by the autonomous operation features to operate thevehicle 108.

Similar to the controller 155, the controller 204 may include a programmemory 208, one or more microcontrollers or microprocessors (MP) 210, aRAM 212, and an I/O circuit 216, all of which are interconnected via anaddress/data bus 214. The program memory 208 includes an operatingsystem 226, a data storage 228, a plurality of software applications230, and/or a plurality of software routines 240. The operating system226, for example, may include one of a plurality of general purpose ormobile platforms, such as the Android™, iOS®, or Windows® systems,developed by Google Inc., Apple Inc., and Microsoft Corporation,respectively. Alternatively, the operating system 226 may be a customoperating system designed for autonomous vehicle operation using theon-board computer 114. The data storage 228 may include data such asuser profiles and preferences, application data for the plurality ofapplications 230, routine data for the plurality of routines 240, andother data related to the autonomous operation features. In someembodiments, the controller 204 may also include, or otherwise becommunicatively connected to, other data storage mechanisms (e.g., oneor more hard disk drives, optical storage drives, solid state storagedevices, etc.) that reside within the vehicle 108.

As discussed with reference to the controller 155, it should beappreciated that although FIG. 2 depicts only one microprocessor 210,the controller 204 may include multiple microprocessors 210. Similarly,the memory of the controller 204 may include multiple RAMs 212 andmultiple program memories 208. Although FIG. 2 depicts the I/O circuit216 as a single block, the I/O circuit 216 may include a number ofdifferent types of I/O circuits. The controller 204 may implement theRAMs 212 and the program memories 208 as semiconductor memories,magnetically readable memories, or optically readable memories, forexample.

The one or more processors 210 may be adapted and configured to executeany of one or more of the plurality of software applications 230 or anyone or more of the plurality of software routines 240 residing in theprogram memory 204, in addition to other software applications. One ofthe plurality of applications 230 may be an autonomous vehicle operationapplication 232 that may be implemented as a series of machine-readableinstructions for performing the various tasks associated withimplementing one or more of the autonomous operation features accordingto the autonomous vehicle operation method 300, described further below.Another of the plurality of applications 230 may be an autonomouscommunication application 234 that may be implemented as a series ofmachine-readable instructions for transmitting and receiving autonomousoperation information to or from external sources via the communicationmodule 220. Still another application of the plurality of applications230 may include an autonomous operation monitoring application 236 thatmay be implemented as a series of machine-readable instructions forsending information regarding autonomous operation of the vehicle to theserver 140 via the network 130. The Data Application for collecting,generating, processing, analyzing, transmitting, receiving, and/oracting upon autonomous operation feature data may also be stored as oneof the plurality of applications 230 in the program memory 208 of themobile computing device 110 or on-board computer 114, which may beexecuted by the one or more processors 210 thereof.

The plurality of software applications 230 may call various of theplurality of software routines 240 to perform functions relating toautonomous vehicle operation, monitoring, or communication. One of theplurality of software routines 240 may be a configuration routine 242 toreceive settings from the vehicle operator to configure the operatingparameters of an autonomous operation feature. Another of the pluralityof software routines 240 may be a sensor control routine 244 to transmitinstructions to a sensor 120 and receive data from the sensor 120. Stillanother of the plurality of software routines 240 may be an autonomouscontrol routine 246 that performs a type of autonomous control, such ascollision avoidance, lane centering, or speed control. In someembodiments, the autonomous vehicle operation application 232 may causea plurality of autonomous control routines 246 to determine controlactions required for autonomous vehicle operation.

Similarly, one of the plurality of software routines 240 may be amonitoring and reporting routine 248 that transmits informationregarding autonomous vehicle operation to the server 140 via the network130. Yet another of the plurality of software routines 240 may be anautonomous communication routine 250 for receiving and transmittinginformation between the vehicle 108 and external sources to improve theeffectiveness of the autonomous operation features. Any of the pluralityof software applications 230 may be designed to operate independently ofthe software applications 230 or in conjunction with the softwareapplications 230.

When implementing the exemplary autonomous vehicle operation method 300,the controller 204 of the on-board computer 114 may implement theautonomous vehicle operation application 232 to communicate with thesensors 120 to receive information regarding the vehicle 108 and itsenvironment and process that information for autonomous operation of thevehicle 108. In some embodiments including external source communicationvia the communication component 122 or the communication unit 220, thecontroller 204 may further implement the autonomous communicationapplication 234 to receive information for external sources, such asother autonomous vehicles, smart infrastructure (e.g., electronicallycommunicating roadways, traffic signals, or parking structures), orother sources of relevant information (e.g., weather, traffic, localamenities). Some external sources of information may be connected to thecontroller 204 via the network 130, such as the server 140 orinternet-connected third-party databases (not shown). Although theautonomous vehicle operation application 232 and the autonomouscommunication application 234 are shown as two separate applications, itshould be understood that the functions of the autonomous operationfeatures may be combined or separated into any number of the softwareapplications 230 or the software routines 240.

When implementing the autonomous operation feature monitoring method400, the controller 204 may further implement the autonomous operationmonitoring application 236 to communicate with the server 140 to provideinformation regarding autonomous vehicle operation. This may includeinformation regarding settings or configurations of autonomous operationfeatures, data from the sensors 120 regarding the vehicle environment,data from the sensors 120 regarding the response of the vehicle 108 toits environment, communications sent or received using the communicationcomponent 122 or the communication unit 220, operating status of theautonomous vehicle operation application 232 and the autonomouscommunication application 234, and/or control commands sent from theon-board computer 114 to the control components (not shown) to operatethe vehicle 108. In some embodiments, control commands generated by theon-board computer 114 but not implemented may also be recorded and/ortransmitted for analysis of how the autonomous operation features wouldhave responded to conditions if the features had been controlling therelevant aspect or aspects of vehicle operation. The information may bereceived and stored by the server 140 implementing the autonomousoperation information monitoring application 141, and the server 140 maythen determine the effectiveness of autonomous operation under variousconditions by implementing the feature evaluation application 142, whichmay include an assessment of autonomous operation featurescompatibility. The effectiveness of autonomous operation features andthe extent of their use may be further used to determine one or morerisk levels associated with operation of the autonomous vehicle by theserver 140.

In addition to connections to the sensors 120 that are external to themobile device 110 or the on-board computer 114, the mobile device 110 orthe on-board computer 114 may include additional sensors 120, such asthe GPS unit 206 or the accelerometer 224, which may provide informationregarding the vehicle 108 for autonomous operation and other purposes.Such sensors 120 may further include one or more sensors of a sensorarray 225, which may include, for example, one or more cameras,accelerometers, gyroscopes, magnetometers, barometers, thermometers,proximity sensors, light sensors, Hall Effect sensors, etc. The one ormore sensors of the sensor array 225 may be positioned to determinetelematics data regarding the speed, force, heading, and/or directionassociated with movements of the vehicle 108. Furthermore, thecommunication unit 220 may communicate with other autonomous vehicles,infrastructure, or other external sources of information to transmit andreceive information relating to autonomous vehicle operation. Thecommunication unit 220 may communicate with the external sources via thenetwork 130 or via any suitable wireless communication protocol network,such as wireless telephony (e.g., GSM, CDMA, LTE, etc.), Wi-Fi (802.11standards), WiMAX, Bluetooth, infrared or radio frequency communication,etc. Furthermore, the communication unit 220 may provide input signalsto the controller 204 via the I/O circuit 216. The communication unit220 may also transmit sensor data, device status information, controlsignals, or other output from the controller 204 to one or more externalsensors within the vehicle 108, mobile devices 110, on-board computers114, or servers 140.

The mobile device 110 or the on-board computer 114 may include auser-input device (not shown) for receiving instructions or informationfrom the vehicle operator, such as settings relating to an autonomousoperation feature. The user-input device (not shown) may include a“soft” keyboard that is displayed on the display 202, an externalhardware keyboard communicating via a wired or a wireless connection(e.g., a Bluetooth keyboard), an external mouse, a microphone, or anyother suitable user-input device. The user-input device (not shown) mayalso include a microphone capable of receiving user voice input.

Data Application

The mobile device 110 and/or on-board computer 114 may run a DataApplication to collect, transmit, receive, and/or process autonomousoperation feature data. Such autonomous operation feature data mayinclude data directly generated by autonomous operation features, suchas control commands used in operating the vehicle 108. Similarly, suchautonomous operation feature data may include shadow control commandsgenerated by the autonomous operation features but not actually used inoperating the vehicle, such as may be generated when the autonomousoperation features are disabled. The autonomous operation feature datamay further include non-control data generated by the autonomousoperation features, such as determinations regarding environmentalconditions in the vehicle operating environment in which the vehicle 108operates (e.g., traffic conditions, construction locations, potholelocations, worn lane markings, corners with obstructed views, etc.). Theautonomous operation feature data may yet further include sensor datagenerated by (or derived from sensor data generated by) sensors 120utilized by the autonomous operation features. For example, data fromLIDAR and ultrasonic sensors may be used by vehicles for autonomousoperation. Such data captures a much more detailed and completerepresentation of the conditions in which the vehicle 108 operates thantraditional vehicle operation metrics (e.g., miles driven) ornon-autonomous telematics data (e.g., acceleration, position, and time).

Autonomous operation feature data may be processed and used by the DataApplication to determine information regarding the vehicle 108, itsoperation, or its operating environment. The autonomous operationfeature data may further be communicated by the Data Application to aserver 140 via network 130 for processing and/or storage. In someembodiments, the autonomous operation feature data (or informationderived therefrom) may be transmitted directly via radio links 183 orindirectly via network 130 from the vehicle 108 to other vehicles (or tomobile devices 110). By communicating information associated with theautonomous operation feature data to other nearby vehicles, the othervehicles or their operators may make use of such data for routing,control, or other purposes. This may be particularly valuable inproviding detailed information regarding a vehicle environment (e.g.,traffic, accidents, flooding, ice, etc.) collected by a Data Applicationof an autonomous vehicle 108 to a driver of a non-autonomous vehicle viaa Data Application of a mobile device 110 associated with the driver.For example, ice patches may be identified by an autonomous operationfeature of a vehicle controller 181.1 of vehicle 182.1 and transmittedvia the Data Application operating in the mobile computing device 184.1over the network 130 to the mobile computing device 184.2, where awarning regarding the ice patches may be presented to the driver ofvehicle 182.2. As another example, locations of emergency vehicles oraccidents may be determined and communicated between vehicles 182, suchas between an autonomous vehicle 182.1 and a traditional(non-autonomous) vehicle 182.2.

In further embodiments, a Data Application may serve as an interfacebetween the user and an autonomous vehicle 108, via the user's mobiledevice 110 and/or the vehicle's on-board computer 114. The user mayinteract with the Data Application to locate, retrieve, park, control,or monitor the vehicle 108. For example, the Data Application may beused to select a destination and route the vehicle 108 to thedestination, which may include controlling the vehicle to travel to thedestination in a fully autonomous mode. In some embodiments, the DataApplication may further determine and/or provide information regardingthe vehicle 108, such as the operating status or condition of autonomousoperation features, sensors, or other vehicle components (e.g., tirepressure). In yet further embodiments, the Data Application may beconfigured to assess risk levels associated with vehicle operation basedupon location, autonomous operation feature use (including settings),operating conditions, or other factors. Such risk assessment may befurther used in recommending autonomous feature use levels, generatingwarnings to a vehicle operator, or adjusting an insurance policyassociated with the vehicle 108.

Data Applications may be installed and running on a plurality of mobiledevices 110 and/or on-board computers 114 in order to facilitate datasharing and other functions as described herein. Additionally, such DataApplications may provide data to, and receive data from, one or moreservers 140. For example, a Data Application running on a user's mobiledevice 110 may communicate location data to a server 140 via the network130. The server 140 may then process the data to determine a route, risklevel, recommendation, or other action. The server 140 may thencommunicate the determined information to the mobile device 110 and/oron-board computer 114, which may cause the vehicle 108 to operate inaccordance with the determined information (e.g., travel along adetermined optimal route). Thus, the Data Application may facilitatedata communication between the front-end components 102 and the back-endcomponents 104, allowing more efficient processing and data storage.

Exemplary Autonomous Vehicle Operation Method

FIG. 3 illustrates a flow diagram of an exemplary autonomous vehicleoperation method 300, which may be implemented by the autonomous vehicledata system 100. The method 300 may begin when the controller 204receives a start signal (block 302). The start signal may be a commandfrom the vehicle operator through the user-input device to enable orengage one or more autonomous operation features of the vehicle 108. Insome embodiments, the vehicle operator 108 may further specify settingsor configuration details for the autonomous operation features. Forfully autonomous vehicles, the settings may relate to one or moredestinations, route preferences, fuel efficiency preferences, speedpreferences, or other configurable settings relating to the operation ofthe vehicle 108. In some embodiments, fully autonomous vehicles mayinclude additional features or settings permitting them to operatewithout passengers or vehicle operators within the vehicle. For example,a fully autonomous vehicle may receive an instruction to find a parkingspace within the general vicinity, which the vehicle may do without thevehicle operator. The vehicle may then be returned to a selectedlocation by a request from the vehicle operator via a mobile device 110or otherwise. This feature may further be adapted to return a fullyautonomous vehicle if lost or stolen.

For other autonomous vehicles, the settings may include enabling ordisabling particular autonomous operation features, specifyingthresholds for autonomous operation, specifying warnings or otherinformation to be presented to the vehicle operator, specifyingautonomous communication types to send or receive, specifying conditionsunder which to enable or disable autonomous operation features, orspecifying other constraints on feature operation. For example, avehicle operator may set the maximum speed for an adaptive cruisecontrol feature with automatic lane centering. In some embodiments, thesettings may further include a specification of whether the vehicle 108should be operating as a fully or partially autonomous vehicle.

In embodiments where only one autonomous operation feature is enabled,the start signal may consist of a request to perform a particular task(e.g., autonomous parking) or to enable a particular feature (e.g.,autonomous braking for collision avoidance). In other embodiments, thestart signal may be generated automatically by the controller 204 basedupon predetermined settings (e.g., when the vehicle 108 exceeds acertain speed or is operating in low-light conditions). In someembodiments, the controller 204 may generate a start signal whencommunication from an external source is received (e.g., when thevehicle 108 is on a smart highway or near another autonomous vehicle).In some embodiments, the start signal may be generated by or received bythe Data Application running on a mobile device 110 or on-board computer114 within the vehicle 108. The Data Application may further set orrecord settings for one or more autonomous operation features of thevehicle 108.

After receiving the start signal at block 302, the controller 204receives sensor data from the sensors 120 during vehicle operation(block 304). In some embodiments, the controller 204 may also receiveinformation from external sources through the communication component122 or the communication unit 220. The sensor data may be stored in theRAM 212 for use by the autonomous vehicle operation application 232. Insome embodiments, the sensor data may be recorded in the data storage228 or transmitted to the server 140 via the network 130. The DataApplication may receive the sensor data, or a portion thereof, and storeor transmit the received sensor data. In some embodiments, the DataApplication may process or determine summary information from the sensordata before storing or transmitting the summary information. The sensordata may alternately either be received by the controller 204 as rawdata measurements from one of the sensors 120 or may be preprocessed bythe sensor 120 prior to being received by the controller 204. Forexample, a tachometer reading may be received as raw data or may bepreprocessed to indicate vehicle movement or position. As anotherexample, a sensor 120 comprising a radar or LIDAR unit may include aprocessor to preprocess the measured signals and send data representingdetected objects in 3-dimensional space to the controller 204.

The autonomous vehicle operation application 232 or other applications230 or routines 240 may cause the controller 204 to process the receivedsensor data in accordance with the autonomous operation features (block306). The controller 204 may process the sensor data to determinewhether an autonomous control action is required or to determineadjustments to the controls of the vehicle 108 (i.e., control commands).For example, the controller 204 may receive sensor data indicating adecreasing distance to a nearby object in the vehicle's path and processthe received sensor data to determine whether to begin braking (and, ifso, how abruptly to slow the vehicle 108). As another example, thecontroller 204 may process the sensor data to determine whether thevehicle 108 is remaining with its intended path (e.g., within lanes on aroadway). If the vehicle 108 is beginning to drift or slide (e.g., as onice or water), the controller 204 may determine appropriate adjustmentsto the controls of the vehicle to maintain the desired bearing. If thevehicle 108 is moving within the desired path, the controller 204 maynonetheless determine whether adjustments are required to continuefollowing the desired route (e.g., following a winding road). Under someconditions, the controller 204 may determine to maintain the controlsbased upon the sensor data (e.g., when holding a steady speed on astraight road).

In some embodiments, the Data Application may record information relatedto the processed sensor data, including whether the autonomous operationfeatures have determined one or more control actions to control thevehicle and/or details regarding such control actions. The DataApplication may record such information even when no control actions aredetermined to be necessary or where such control actions are notimplemented. Such information may include information regarding thevehicle operating environment determined from the processed sensor data(e.g., construction, other vehicles, pedestrians, anomalousenvironmental conditions, etc.). The information collected by the DataApplication may further include an indication of whether and/or how thecontrol actions are implemented using control components of the vehicle108.

When the controller 204 determines an autonomous control action isrequired (block 308), the controller 204 may cause the controlcomponents of the vehicle 108 to adjust the operating controls of thevehicle to achieve desired operation (block 310). For example, thecontroller 204 may send a signal to open or close the throttle of thevehicle 108 to achieve a desired speed. Alternatively, the controller204 may control the steering of the vehicle 108 to adjust the directionof movement. In some embodiments, the vehicle 108 may transmit a messageor indication of a change in velocity or position using thecommunication component 122 or the communication module 220, whichsignal may be used by other autonomous vehicles to adjust theircontrols. As discussed elsewhere herein, the controller 204 may also logor transmit the autonomous control actions to the server 140 via thenetwork 130 for analysis. In some embodiments, an application (which maybe a Data Application) executed by the controller 204 may communicatedata to the server 140 via the network 130 or may communicate such datato the mobile device 110 for further processing, storage, transmissionto nearby vehicles or infrastructure, and/or communication to the server140 via network 130.

The controller 204 may continue to receive and process sensor data atblocks 304 and 306 until an end signal is received by the controller 204(block 312). The end signal may be automatically generated by thecontroller 204 upon the occurrence of certain criteria (e.g., thedestination is reached or environmental conditions require manualoperation of the vehicle 108 by the vehicle operator). Alternatively,the vehicle operator may pause, terminate, or disable the autonomousoperation feature or features using the user-input device or by manuallyoperating the vehicle's controls, such as by depressing a pedal orturning a steering instrument. When the autonomous operation featuresare disabled or terminated, the controller 204 may either continuevehicle operation without the autonomous features or may shut off thevehicle 108, depending upon the circumstances.

Where control of the vehicle 108 must be returned to the vehicleoperator, the controller 204 may alert the vehicle operator in advanceof returning to manual operation. The alert may include a visual, audio,or other indication to obtain the attention of the vehicle operator. Insome embodiments, the controller 204 may further determine whether thevehicle operator is capable of resuming manual operation beforeterminating autonomous operation. If the vehicle operator is determinednot to be capable of resuming operation, the controller 204 may causethe vehicle to stop or take other appropriate action.

To control the vehicle 108, the autonomous operation features maygenerate and implement control decisions relating to the control of themotive, steering, and stopping components of the vehicle 108. Thecontrol decisions may include or be related to control commands issuedby the autonomous operation features to control such control componentsof the vehicle 108 during operation. In some embodiments, controldecisions may include decisions determined by the autonomous operationfeatures regarding control commands such feature would have issued underthe conditions then occurring, but which control commands were notissued or implemented. For example, an autonomous operation feature maygenerate and record shadow control decisions it would have implementedif engaged to operate the vehicle 108 even when the feature isdisengaged (or engaged using other settings from those that wouldproduce the shadow control decisions).

Data regarding the control decisions actually implemented and/or theshadow control decisions not implemented to control the vehicle 108 maybe recorded for use in assessing autonomous operation featureeffectiveness, accident reconstruction and fault determination, featureuse or settings recommendations, risk determination and insurance policyadjustments, or other purposes as described elsewhere herein. Forexample, actual control decisions may be compared against controldecisions that would have been made by other systems, software versions,or with additional sensor data or communication data.

As used herein, the terms “preferred” or “preferably made” controldecisions mean control decisions that optimize some metric associatedwith risk under relevant conditions. Such metric may include, amongother things, a statistical correlation with one or more risks (e.g.,risks related to a vehicle collision) or an expected value associatedwith risks (e.g., a risk-weighted expected loss associated withpotential vehicle accidents). The preferably made, or preferred orrecommended, control decisions discussed herein may include controldecisions or control decision outcomes that are less risky, have lowerrisk or the lowest risk of all the possible or potential controldecisions given various operating conditions, and/or are otherwiseideal, recommended, or preferred based upon various operatingconditions, including autonomous system or feature capability; currentroad, environmental or weather, traffic, or construction conditionsthrough which the vehicle is traveling; and/or current versions ofautonomous system software or components that the autonomous vehicle isequipped with and using.

The preferred or recommended control decisions may result in the lowestlevel of potential or actual risk of all the potential or possiblecontrol decisions given a set of various operating conditions and/orsystem features or capabilities. Alternatively, the preferred orrecommended control decisions may result in a lower level of potentialor actual risk (for a given set of operating conditions) to theautonomous vehicle and passengers, and other people or vehicles, thansome of the other potential or possible control decisions that couldhave been made by the autonomous system or feature.

Exemplary Monitoring Method

FIG. 4A is a flow diagram depicting an exemplary autonomous vehicleoperation monitoring method 400, which may be implemented by theautonomous vehicle data system 100. The method 400 monitors theoperation of the vehicle 108 and transmits information regarding thevehicle 108 to the server 140, which information may then be used todetermine autonomous operation feature usage or effectiveness. Themethod 400 may be used for monitoring the state of the vehicle 108, forproviding data to other vehicles 182, for responding to emergencies orunusual situations during vehicle use, for testing autonomous operationfeatures in a controlled environment, for determining actual feature useduring vehicle operation outside a test environment, for assessment offeature operation, and/or for other purposes described herein. Inalternative embodiments, the method 400 may be implemented whenever thevehicle 108 is in operation (manual or autonomous) or only when theautonomous operation features are enabled. The method 400 may likewisebe implemented as either a real-time process, in which informationregarding the vehicle 108 is communicated to the server 140 whilemonitoring is ongoing, or as a periodic process, in which theinformation is stored within the vehicle 108 and communicated to theserver 140 at intervals (e.g., upon completion of a trip or when anincident occurs). In some embodiments, the method 400 may communicatewith the server 140 in real-time when certain conditions exist (e.g.,when a sufficient data connection through the network 130 exists or whenno roaming charges would be incurred). In further embodiments, a DataApplication executed by the mobile device 110 and/or on-board computer114 may perform such monitoring, recording, and/or communicationfunctions, including any of the functions described below with respectto blocks 402-434.

The method 400 may begin when the controller 204 receives an indicationof vehicle operation (block 402). The indication may be generated whenthe vehicle 108 is started or when an autonomous operation feature isenabled by the controller 204 or by input from the vehicle operator, asdiscussed above. In response to receiving the indication, the controller204 may create a timestamp (block 404). The timestamp may includeinformation regarding the date, time, location, vehicle environment,vehicle condition, and autonomous operation feature settings orconfiguration information. The date and time may be used to identify onevehicle trip or one period of autonomous operation feature use, inaddition to indicating risk levels due to traffic or other factors. Theadditional location and environmental data may include informationregarding the position of the vehicle 108 from the GPS unit 206 and itssurrounding environment (e.g., road conditions, weather conditions,nearby traffic conditions, type of road, construction conditions,presence of pedestrians, presence of other obstacles, availability ofautonomous communications from external sources, etc.). Vehiclecondition information may include information regarding the type, make,and model of the vehicle 108, the age or mileage of the vehicle 108, thestatus of vehicle equipment (e.g., tire pressure, non-functioninglights, fluid levels, etc.), or other information relating to thevehicle 108. In some embodiments, vehicle condition information mayfurther include information regarding the sensors 120, such as type,configuration, or operational status (which may be determined, forexample, from analysis of actual or test data from the sensors). In someembodiments, the timestamp may be recorded on the client device 114, themobile device 110, or the server 140.

The autonomous operation feature settings may correspond to informationregarding the autonomous operation features, such as those describedabove with reference to the autonomous vehicle operation method 300. Theautonomous operation feature configuration information may correspond toinformation regarding the number and type of the sensors 120 (which mayinclude indications of manufacturers and models of the sensors 120), thedisposition of the sensors 120 within the vehicle 108 (which may includedisposition of sensors 120 within one or more mobile devices 110), theone or more autonomous operation features (e.g., the autonomous vehicleoperation application 232 or the software routines 240), autonomousoperation feature control software, versions of the softwareapplications 230 or routines 240 implementing the autonomous operationfeatures, or other related information regarding the autonomousoperation features.

For example, the configuration information may include the make andmodel of the vehicle 108 (indicating installed sensors 120 and the typeof on-board computer 114), an indication of a malfunctioning or obscuredsensor 120 in part of the vehicle 108, information regarding additionalafter-market sensors 120 installed within the vehicle 108, a softwareprogram type and version for a control program installed as anapplication 230 on the on-board computer 114, and software program typesand versions for each of a plurality of autonomous operation featuresinstalled as applications 230 or routines 240 in the program memory 208of the on-board computer 114.

During operation, the sensors 120 and/or personal electronic devices maygenerate sensor data regarding the vehicle 108 and its environment,which may include other vehicles 182 within the operating environment ofthe vehicle 108. In some embodiments, one or more of the sensors 120and/or personal electronic devices may preprocess the measurements andcommunicate the resulting processed data to the on-board computer 114and/or the mobile device 110. The controller 204 may receive sensor datafrom the sensors 120 and/or personal electronic devices (block 406). Thesensor data may include information regarding the vehicle's position,speed, acceleration, direction, and responsiveness to controls. Thesensor data may further include information regarding the location andmovement of obstacles or obstructions (e.g., other vehicles, buildings,barriers, pedestrians, animals, trees, or gates), weather conditions(e.g., precipitation, wind, visibility, or temperature), road conditions(e.g., lane markings, potholes, road material, traction, or slope),signs or signals (e.g., traffic signals, construction signs, buildingsigns or numbers, or control gates), or other information relating tothe vehicle's environment. In some embodiments, sensors 120 may indicatethe number of passengers within the vehicle 108, including an indicationof whether the vehicle is entirely empty.

In addition to receiving sensor data from the sensors 120, in someembodiments the controller 204 may receive autonomous communication datafrom the communication component 122 or the communication module 220(block 408). The communication data may include information from otherautonomous vehicles (e.g., sudden changes to vehicle speed or direction,intended vehicle paths, hard braking, vehicle failures, collisions, ormaneuvering or stopping capabilities), infrastructure (road or laneboundaries, bridges, traffic signals, control gates, or emergencystopping areas), or other external sources (e.g., map databases, weatherdatabases, or traffic and accident databases). In some embodiments, thecommunication data may include data from non-autonomous vehicles, whichmay include data regarding vehicle operation or anomalies within theoperating environment determined by a Data Application operating on amobile device 110 or on-board computer 114. The communication data maybe combined with the received sensor data received to obtain a morerobust understanding of the vehicle environment. For example, the server140 or the controller 204 may combine sensor data indicating frequentchanges in speed relative to tachometric data with map data relating toa road upon which the vehicle 108 is traveling to determine that thevehicle 108 is in an area of hilly terrain. As another example, weatherdata indicating recent snowfall in the vicinity of the vehicle 108 maybe combined with sensor data indicating frequent slipping or lowtraction to determine that the vehicle 108 is traveling on asnow-covered or icy road.

The controller 204 may process the sensor data, the communication data,and the settings or configuration information to determine whether anincident has occurred (block 410). As used herein, an “incident” is anoccurrence during operation of an autonomous vehicle outside of normalsafe operating conditions, such that one or more of the followingoccurs: (i) there is an interruption of ordinary vehicle operation, (ii)there is damage to the vehicle or other property, (iii) there is injuryto a person, (iv) the conditions require action to be taken by a vehicleoperator, autonomous operation feature, pedestrian, or other party toavoid damage or injury, and/or (v) an anomalous condition is detectedthat requires an adjustment outside of ordinary vehicle operation.Incidents may include collisions, hard braking, hard acceleration,evasive maneuvering, loss of traction, detection of objects within athreshold distance from the vehicle 108, alerts presented to the vehicleoperator, component failure, inconsistent readings from sensors 120, orattempted unauthorized access to the on-board computer by externalsources. Incidents may also include accidents, vehicle breakdowns, flattires, empty fuel tanks, or medical emergencies. Incidents may furtherinclude identification of construction requiring the vehicle to detouror stop, hazardous conditions (e.g., fog or road ice), or otheranomalous environmental conditions.

In some embodiments, the controller 204 may anticipate or project anexpected incident based upon sensor or external data, allowing thecontroller 204 to send control signals to minimize the negative effectsof the incident. For example, the controller 204 may cause the vehicle108 to slow and move to the shoulder of a road immediately beforerunning out of fuel. As another example, adjustable seats within thevehicle 108 may be adjusted to better position vehicle occupants inanticipation of a collision, windows may be opened or closed, or airbagsmay be deployed.

When an incident is determined to have occurred (block 412), informationregarding the incident and the vehicle status may be recorded (block414), either in the data storage 228 or the database 146. Theinformation recorded may include sensor data, communication data, andsettings or configuration information prior to, during, and immediatelyfollowing the incident. In some embodiments, a preliminary determinationof fault may also be produced and stored. The information may furtherinclude a determination of whether the vehicle 108 has continuedoperating (either autonomously or manually) or whether the vehicle 108is capable of continuing to operate in compliance with applicable safetyand legal requirements. If the controller 204 determines that thevehicle 108 has discontinued operation or is unable to continueoperation (block 416), the method 400 may terminate. If the vehicle 108continues operation, then the method 400 may continue as described belowwith reference to block 418.

FIG. 4B illustrates an alternative portion of the method 400 followingan incident. When an incident is determined to have occurred (block412), the controller 204 or the server 140 may record status andoperating information (block 414), as above. In some instances, theincident may interrupt communication between the vehicle 108 and theserver 140 via network 130, such that not all information typicallyrecorded will be available for recordation and analysis by the server140. Based upon the recorded data, the server 140 or the controller 204may determine whether assistance may be needed at the location of thevehicle 108 (block 430). For example, the controller may determine thata head-on collision has occurred based upon sensor data (e.g., airbagdeployment, automatic motor shut-off, LIDAR data indicating a collision,etc.) and may further determine based upon information regarding thespeed of the vehicle 108 and other information that medical, police,and/or towing services will be necessary. The determination thatassistance is needed may further include a determination of types ofassistance needed (e.g., police, ambulance, fire, towing, vehiclemaintenance, fuel delivery, etc.). This determination may includeanalysis of the type of incident, the sensor data regarding the incident(e.g., images from outward facing or inward facing cameras installedwithin the vehicle, identification of whether any passengers werepresent within the vehicle, determination of whether any pedestrians orpassengers in other vehicles were involved in the incident, etc.). Thedetermination of whether assistance is needed may further includeinformation regarding the determined status of the vehicle 108.

In some embodiments, the determination regarding whether assistance isneeded may be supplemented by a verification attempt, such as a phonecall or communication through the on-board computer 114. Where theverification attempt indicates assistance is required or communicationattempts fail, the server 140 or controller 204 would then determinethat assistance is needed, as described above. For example, whenassistance is determined to be needed following an accident involvingthe vehicle 108, the server 140 may direct an automatic telephone callto a mobile telephone number associated with the vehicle 108 or thevehicle operator. If no response is received, or if the respondentindicates assistance is required, the server 140 may proceed to cause arequest for assistance to be generated.

When assistance is determined to be needed (block 432), the controller204 or the server 140 may send a request for assistance (block 434). Therequest may include information regarding the vehicle 108, such as thevehicle's location, the type of assistance required, other vehiclesinvolved in the incident, pedestrians involved in the incident, vehicleoperators or passengers involved in the incident, and/or other relevantinformation. The request for assistance may include telephonic, data, orother requests to one or more emergency or vehicular service providers(e.g., local police, fire departments, state highway patrols, emergencymedical services, public or private ambulance services, hospitals,towing companies, roadside assistance services, vehicle rental services,local claims representative offices, etc.). After sending a request forassistance (block 434) or when assistance is determined not to be needed(block 432), the controller 204 or the server 140 may next determinewhether the vehicle is operational (block 416), as described above. Themethod 400 may then end or continue as indicated in FIG. 4A.

In some embodiments, the controller 204 may further determineinformation regarding the likely cause of a collision or other incident.Alternatively, or additionally, the server 140 may receive informationregarding an incident from the on-board computer 114 and determinerelevant additional information regarding the incident from the sensordata. For example, the sensor data may be used to determine the pointsof impact on the vehicle 108 and another vehicle involved in acollision, the relative velocities of each vehicle, the road conditionsat the time of the incident, and the likely cause or the party likely atfault. This information may be used to determine risk levels associatedwith autonomous vehicle operation, as described below, even where theincident is not reported to the insurer.

The controller 204 may determine whether a change or adjustment to oneor more of the settings or configuration of the autonomous operationfeatures has occurred (block 418). Changes to the settings may includeenabling or disabling an autonomous operation feature or adjusting thefeature's parameters (e.g., resetting the speed on an adaptive cruisecontrol feature). For example, a vehicle operator may selectively enableor disable autonomous operation features such as automatic braking, lanecentering, or even fully autonomous operation at different times. If thesettings or configuration are determined to have changed, the newsettings or configuration may be recorded (block 422), either in thedata storage 228 or the database 146. For example, the Data Applicationmay log autonomous operation feature use and changes in a log file,including timestamps associated with the features in use.

Next, the controller 204 may record the operating data relating to thevehicle 108 in the data storage 228 or communicate the operating data tothe server 140 via the network 130 for recordation in the database 146(block 424). The operating data may include the settings orconfiguration information, the sensor data, and/or the communicationdata discussed above. In some embodiments, operating data related tonormal autonomous operation of the vehicle 108 may be recorded. In otherembodiments, only operating data related to incidents of interest may berecorded, and operating data related to normal operation may not berecorded. In still other embodiments, operating data may be stored inthe data storage 228 until a sufficient connection to the network 130 isestablished, but some or all types of incident information may betransmitted to the server 140 using any available connection via thenetwork 130.

The controller 204 may then determine whether operation of the vehicle108 remains ongoing (block 426). In some embodiments, the method 400 mayterminate when all autonomous operation features are disabled, in whichcase the controller 204 may determine whether any autonomous operationfeatures remain enabled. When the vehicle 108 is determined to beoperating (or operating with at least one autonomous operation featureenabled), the method 400 may continue through blocks 406-426 untilvehicle operation has ended. When the vehicle 108 is determined to haveceased operating (or is operating without autonomous operation featuresenabled), the controller 204 may record the completion of operation(block 428), either in the data storage 228 or the database 146. In someembodiments, a second timestamp corresponding to the completion ofvehicle operation may likewise be recorded, as above.

Exemplary Autonomous Vehicle Caravan Methods

FIG. 5 illustrates a flow diagram of an exemplary autonomous vehiclecaravan method 500 for causing a semi-autonomous vehicle 108 to follow afully autonomous vehicle 182. In some embodiments, the vehicle actioncommunication method 500 may be implemented on the on-board computer 114or mobile device 110 in the semi-autonomous vehicle 108. The fullyautonomous vehicle 182 may be operating in a fully autonomous mode ofoperation without any control decisions being made by a vehicleoperator, excluding navigation decisions such as selection of adestination or route. In some embodiments, the fully autonomous vehicle182 may be operating without any passengers or with only passengers whoare physically or legally unable to operate the fully autonomous vehicle182 in a manual or semi-autonomous mode of operation (e.g., children,persons suffering acute illness, intoxicated or otherwise impairedpersons, etc.).

On the other hand, the semi-autonomous vehicle 108 may be operating in apartially autonomous mode of operation with at least some of the controldecisions being made by a vehicle operator. In some scenarios, thesemi-autonomous vehicle 108 may be capable of operating in a fullyautonomous mode of operation, but may be malfunctioning due to acomponent failure and/or a failure in an autonomous operation feature.For example, a camera within the semi-autonomous vehicle 108 may bedamaged in a vehicle collision. In other scenarios, the semi-autonomousvehicle 108 may not include each of the components or autonomousoperation features included in a fully autonomous vehicle. For example,the semi-autonomous vehicle 108 may have fewer sensors than the fullyautonomous vehicle 182.

Autonomous operation features utilize data unavailable to a humanoperator, respond to conditions in the vehicle operating environmentfaster than human operators, and do not suffer fatigue or distraction.Thus, the autonomous operation features may also significantly affectvarious risks associated with operating a vehicle. However, vehicleswhich are not fully autonomous may require input from a human operatorwho may be slower to respond than an autonomous operation feature, maybecome distracted, and/or may suffer from fatigue. Additionally,vehicles which were autonomous but experience a malfunction also mayrequire input from a human operator and/or may suffer from similardeficiencies. The autonomous vehicle caravan method 500 addresses theseissues.

The autonomous vehicle caravan method 500 may begin by broadcasting arequest to follow a fully autonomous vehicle 182 (block 502) within apredetermined threshold distance of the semi-autonomous vehicle 108. Inresponse to the request, a communication from a fully autonomous vehicle182 may be received that is within the predetermined threshold distanceof the semi-autonomous vehicle 108 (block 504). Then a route for thefully autonomous vehicle 182 may be compared to a route for thesemi-autonomous vehicle 108 (block 506) to determine whether thevehicles 108, 182 are travelling on the same route or are travelling onthe same path for at least a portion of their respective routes. If thevehicles 108, 182 are not travelling on the same path for at least aportion of their respective routes, the semi-autonomous vehicle 108 maycontinue to receive communications from fully autonomous vehicles 182(block 504) to identify a fully autonomous vehicle travelling on thesame path as the semi-autonomous vehicle 108. On the other hand, if thevehicles 108, 182 are travelling on the same path for at least a portionof their respective routes, the on-board computer 114 may cause thesemi-autonomous vehicle 108 to follow the fully autonomous vehicle 182(block 510). The on-board computer 114 may also cause thesemi-autonomous vehicle 108 to mimic maneuvers performed by the fullyautonomous vehicle 182 (block 512). Although the method 500 is describedwith reference to the on-board computer 114 for simplicity, thedescribed method may be easily modified for implementation by othersystems or devices, including one or more of mobile devices 110 and/orservers 140.

At block 502, the on-board computer 114 of the semi-autonomous vehicle108 may broadcast a request to follow a fully autonomous vehicle to allvehicles within a predetermined threshold distance and/or predeterminedcommunication range (e.g., 50 feet, 100 feet, 200 feet, etc.). Thebroadcast may be via a V2V wireless communication protocol and/or may betransmitted to an external computing device 186. The external computingdevice 186 may in turn, forward the request to all vehicles within thepredetermined threshold distance and/or predetermined communicationrange.

In some embodiments, the semi-autonomous vehicle 108 may be capable ofoperating in a fully autonomous mode of operation, but may bemalfunctioning due to a component failure and/or a failure in anautonomous operation feature. For example, sensors 120 within thesemi-autonomous vehicle 108 may be damaged in a vehicle collision or maybreak or deteriorate over time. In another example, electrical orelectromechanical control components within the semi-autonomous vehicle108 may be damaged, may break, and/or may deteriorate over time.

In other embodiments, the semi-autonomous vehicle 108 may not includeeach of the components or autonomous operation features included in afully autonomous vehicle. For example, the semi-autonomous vehicle 108may not include each of the sensors 120 in a fully autonomous vehicle.Additionally or alternatively, the control components within thesemi-autonomous vehicle 108 may be disposed within or supplement humanoperator control components, such as steering wheels, accelerator orbrake pedals, or ignition switches.

At block 504, the on-board computer 114 may receive a communication froma fully autonomous vehicle 182 within the predetermined thresholddistance and/or predetermined communication range of the semi-autonomousvehicle 108. In some embodiments, the on-board computer 114 may receivecommunications from several fully autonomous vehicles 182.1-182.N and/orselect one of the several fully autonomous vehicles 182.1-182.N tofollow.

The selection may be based upon the routes for each of the fullyautonomous vehicles 182.1-182.N. For example, the on-board computer 114may select the fully autonomous vehicle 182.1-182.N which is travellingon the same route as the semi-autonomous vehicle 108 and/or travellingon a route which is closest to the route for the semi-autonomous vehicle108. Techniques for comparing routes are described in more detail below.The selection may also be based upon the components and/or softwarewithin each fully autonomous vehicle 182.1-182.N. For example, each ofthe components and/or software in the fully autonomous vehicles182.1-182.N may have an associated safety and/or performance rating. Thefully autonomous vehicle 182.1-182.N having the highest combined safetyand/or performance rating in all of its components and/or software maybe selected. Additionally, the selection may be based upon the distancebetween the semi-autonomous vehicle 108 and the fully autonomous vehicle182.1-182.N. For example, the on-board computer 114 may select the fullyautonomous vehicle 182.1-182.N which is closest to the semi-autonomousvehicle 108. The selection may also be based upon the type of vehiclefor the fully autonomous vehicle. For example, when the semi-autonomousvehicle 108 is damaged in a vehicle collision, the semi-autonomousvehicle 108 may need a tow service vehicle to help direct thesemi-autonomous vehicle to a repair shop. Accordingly, the on-boardcomputer 114 may select a fully autonomous vehicle that is a tow servicevehicle. The tow service vehicle may then direct the semi-autonomousvehicle to a repair shop without physically attaching thesemi-autonomous vehicle to the tow service vehicle. Instead, thesemi-autonomous vehicle may follow behind the tow service vehicle.

Further, the on-board computer 114 may select a fully autonomous vehiclebased upon any combination of safety, distance, type of vehicle, and/orroute similarity. In some embodiments, the on-board computer 114 mayrank the fully autonomous vehicles 182.1-182.N based upon a combinationof safety, distance, type of vehicle, and/or route similarity. Then theon-board computer 114 may select the highest ranking fully autonomousvehicle 182.1-182.N. For example, the on-board computer 114 may assign asafety score, a distance score, a type of vehicle score, and/or a routesimilarity score to each fully autonomous vehicle 182.1-182.N.

The safety score may be assigned according to the quality and/or asafety rating of the autonomous operation features within a fullyautonomous vehicle. Additionally, the distance score may be assignedbased upon the distance between the fully autonomous vehicle and thesemi-autonomous vehicle. Shorter distances may be scored higher.Further, the type of vehicle score may be based upon whether thesemi-autonomous vehicle requests a particular type of vehicle. If thesemi-autonomous vehicle requests a particular type of vehicle, thenfully autonomous vehicles of the requested type may be scored higherthan fully autonomous vehicles which are not the requested type.Moreover, the route similarity score may be based upon the amount ofwaypoints in common between the fully autonomous vehicle route and thesemi-autonomous vehicle route. Fully autonomous vehicle routes havingmore waypoints in common with the semi-autonomous vehicle route may bescored higher.

The scores may then be aggregated and/or combined in any suitable mannerto generate an overall score for each fully autonomous vehicle182.1-182.N and the fully autonomous vehicle 182.1-182.N having thehighest overall score may be ranked the highest. In some embodiments,the scores may be weighted. For example, route similarity may be moreimportant for selecting a fully autonomous vehicle 182.1-182.N to followthan type of vehicle. As a result, the route similarity score may beassigned a higher weight than the type of vehicle score.

While safety, distance, type of vehicle, and/or route similarity may besome factors for selecting a fully autonomous vehicle to follow, theseare merely exemplary factors and not meant to be limiting. The fullyautonomous vehicle for the semi-autonomous vehicle to follow may beselected based upon any suitable number of factors and/orcharacteristics. Moreover, while each fully autonomous vehicle may beassigned a score according to these factors, this is merely an exemplarymanner in which a fully autonomous vehicle may be selected. The fullyautonomous vehicle for the semi-autonomous vehicle to follow may beselected in any suitable manner.

At block 506, the on-board computer 114 may compare a route for thefully autonomous vehicle 182 to a route for the semi-autonomous vehicle108. In some embodiments, the communication received from the fullyautonomous vehicle 182 may include identification information for thefully autonomous vehicle 182, such as the make, model, and year of thefully autonomous vehicle 182, a vehicle identification number (VIN) forthe fully autonomous vehicle 182, a license plate number for the fullyautonomous vehicle 182 or any other suitable identification information.The communication may also include an indication of the current locationof the fully autonomous vehicle 182, which may be a street address, anintersection, a set of GPS coordinates, etc. Further, the communicationmay include a destination location for the fully autonomous vehicle 182and/or a route for the fully autonomous vehicle 182 to navigate to thedestination location.

The route may include one or several waypoints along the route. Awaypoint may be a location along the route (e.g., an intersection, astreet address, etc.), where a maneuver is required to navigate to thedestination location. Accordingly, the fully autonomous vehicle 182 maybe directed to perform a particular maneuver (e.g., turn left or right,merge, exit the highway, change lanes, etc.) at each waypoint.

The on-board computer 114 may also obtain a route for thesemi-autonomous vehicle 108 to travel to its destination location. Forexample, the on-board computer 114 may obtain navigation directions to adestination location from a server 140, an external computer device 186,and/or any other suitable computing device. In other embodiments, theon-board computer 114 may obtain the route for the semi-autonomousvehicle 108 in any other suitable manner.

In any event, the on-board computer 114 may compare each waypoint forthe fully autonomous vehicle route to each waypoint for thesemi-autonomous vehicle route. In some embodiments, the waypoints may becompared in order. For example, the first waypoint on the fullyautonomous vehicle route may be compared to the first waypoint on thesemi-autonomous vehicle route. If the first waypoints are the same, thesecond waypoint on the fully autonomous vehicle route may be compared tothe second waypoint on the semi-autonomous vehicle route. This maycontinue until the destination locations are compared for the fullyautonomous vehicle route and the semi-autonomous vehicle route. If eachof the waypoints and the destination locations are the same on therespective routes, then the on-board computer 114 may determine that thefully autonomous vehicle 182 and the semi-autonomous vehicle 108 aretravelling on the same route. Therefore, the semi-autonomous vehicle 108may follow the fully autonomous vehicle 182 to the shared destinationlocation.

On the other hand, if the fully autonomous vehicle 182 and thesemi-autonomous vehicle 108 are not travelling on the same route but oneor more waypoints are the same on the respective routes, thesemi-autonomous vehicle 108 may follow the fully autonomous vehicle 182for the shared portion of their respective routes. Once the finalwaypoint has been reached on the shared portion, the on-board computer114 may broadcast another request to follow another fully autonomousvehicle 182 and/or a vehicle operator may take over operation of thevehicle.

If the fully autonomous vehicle 182 and the semi-autonomous vehicle 108do not share any of the same waypoints, the on-board computer 114 maycontinue to receive communications from fully autonomous vehicles (block504), until the on-board computer 114 identifies a fully autonomousvehicle travelling on at least a portion of the semi-autonomous vehicleroute. In some embodiments, the on-board computer 114 may identify afully autonomous vehicle travelling on at least a first portion of thesemi-autonomous vehicle route starting from the current location of thesemi-autonomous vehicle 108. For example, if the third, fourth, andfifth waypoints are the same for the fully autonomous vehicle route andthe semi-autonomous vehicle route but the first two waypoints are notthe same, the on-board computer 114 may continue searching.

In some embodiments, the on-board computer 114 may compare routes forseveral fully autonomous vehicles to the route for the semi-autonomousvehicle. The on-board computer 114 may select the fully autonomousvehicle which is travelling on the same route as the semi-autonomousvehicle or the fully autonomous vehicle which is travelling on a routethat is the most similar to the semi-autonomous vehicle (e.g., the fullyautonomous vehicle route having the most waypoints in common with thesemi-autonomous vehicle route). The on-board computer 114 may alsoselect a fully autonomous vehicle to follow using the techniquesdescribed above (e.g., based upon a combination of route similarity,safety, distance, and/or type of vehicle).

At block 510, the on-board computer 114 may cause the semi-autonomousvehicle 108 to begin following the fully autonomous vehicle 182. Forexample, when the on-board computer 114 selects a fully autonomousvehicle 182 to follow, the on-board computer 114 may provide navigationdirections to the current location of the fully autonomous vehicle 182(e.g., by communicating with a server 140, external computing device186, etc.). The vehicle operator may view the navigation directions forexample, on a display of the on-board computer 114 and/or may provideinput to direct the semi-autonomous vehicle 108 to a location directlybehind the fully autonomous vehicle 182. In another example, theon-board computer 114 may display identification information for theselected fully autonomous vehicle 182, such as the make, model, and yearof the fully autonomous vehicle 182, a vehicle identification number(VIN) for the fully autonomous vehicle 182, a license plate number forthe fully autonomous vehicle 182 or any other suitable identificationinformation. The vehicle operator may then identify the fully autonomousvehicle 182 on the road based upon the identification information and/ormay provide input to direct the vehicle to a location directly behindthe fully autonomous vehicle 182.

The on-board computer 114 may then detect that the semi-autonomousvehicle 108 is directly behind the fully autonomous vehicle 182. Forexample, the sensors 120 within the semi-autonomous vehicle 108 maycapture an image of the license plate for the vehicle in front and/ormay compare the license plate number to the identification informationfor the fully autonomous vehicle 182. In another example, the on-boardcomputer 114 may compare the current location of the semi-autonomousvehicle 108 to the location of the fully autonomous vehicle 182. Theon-board computer 114 may determine that the semi-autonomous vehicle 108is behind the fully autonomous vehicle 182 when the vehicles 108, 182are within a predetermined threshold distance of each other.

As a result, the on-board computer 114 may place the semi-autonomousvehicle 108 in an autonomous mode, such that the semi-autonomous vehicle108 may operate without input from the vehicle operator. In this manner,the functionality of the semi-autonomous vehicle 108 may be enhancedand/or the semi-autonomous vehicle 108 may operate as a fully autonomousvehicle by following the fully autonomous vehicle 182.

In some embodiments, the on-board computer 114 may periodically (e.g.,every second, every minute, every hour, etc.) re-verify that thesemi-autonomous vehicle 108 is directly behind (within a predeterminedthreshold distance of) the fully autonomous vehicle 182. When thesemi-autonomous vehicle 108 is no longer within the predeterminedthreshold distance of the fully autonomous vehicle 182, the on-boardcomputer 114 may cause the semi-autonomous vehicle 108 to pull over tothe side of the road and park. Then the process may return to block 502,where the on-board computer 114 may broadcast a request to follow afully autonomous vehicle to all vehicles within a predeterminedthreshold distance and/or predetermined communication range (e.g., 50feet, 100 feet, 200 feet, etc.).

At block 512, the on-board computer 114 may cause the semi-autonomousvehicle to mimic each maneuver performed by the fully autonomous vehicle182. For example, as described above, the on-board computer 114 maydirectly or indirectly control the operation of the semi-autonomousvehicle 108 according to various autonomous operation features. Theautonomous operation features may include software applications ormodules implemented by the on-board computer 114 to generate andimplement control commands to control the steering, braking, or throttleof the semiautonomous vehicle 108. When a control command is generatedby the on-board computer 114, it may thus be communicated to the controlcomponents of the semi-autonomous vehicle 108 to effect a controlaction. The on-board computer 114 may generate control commands tobrake, accelerate, steer into another lane, turn onto another road, etc.

More generally, the on-board computer 114 may cause the semi-autonomousvehicle to replicate one or several functions performed by the fullyautonomous vehicle 182. Replicating functions performed by the fullyautonomous vehicle 182 may include mimicking maneuvers performed by thefully autonomous vehicle 182. Replicating functions performed by thefully autonomous vehicle 182 may also include gathering sensorinformation from the fully autonomous vehicle 182 and performingmaneuvers based upon the gathered sensor information. For example, thefully autonomous vehicle 182 may detect traffic signals and transmit thetraffic signal to the on-board computer 114. The on-board computer 114may then cause the semi-autonomous vehicle to start, stop, or slow downbased upon the traffic signal. In another example, the fully autonomousvehicle 182 may detect speed limit data from speed limit signs andtransmit the speed limit data to the on-board computer 114. The on-boardcomputer 114 may then cause the semi-autonomous vehicle to change speedbased upon the speed limit data.

In some embodiments, the fully autonomous vehicle 182 may transmit acommunication of the current speed of the fully autonomous vehicle 182to the on-board computer 114. The on-board computer 114 may thengenerate a control command to cause the semi-autonomous vehicle 108 totravel at or below the current speed of the fully autonomous vehicle 182to maintain a safe distance behind the fully autonomous vehicle 182. Forexample, the semi-autonomous vehicle may travel at a threshold speedbelow the current speed of the fully autonomous vehicle 182 (e.g., 3miles per hour (mph), 5 mph, 7 mph, etc.).

The communication may also include an indication that the fullyautonomous vehicle 182 is reducing speed, increasing speed, turning leftor right, turning around, merging, changing lanes, exiting a highway,reversing, coming to a complete stop, etc. Furthermore, thecommunication may include an indication of the time or location at whicha particular maneuver will be performed by the fully autonomous vehicle182. For example, the communication may indicate that the fullyautonomous vehicle 182 will turn left in 500 feet or come to a completestop in 30 seconds. The on-board computer 114 may then generate acontrol command to cause the semi-autonomous vehicle 108 to slow down orspeed up accordingly. The fully autonomous vehicle 182 may continue totransmit communications periodically (e.g., at 10 second intervals, 30second intervals, minute intervals, etc.), and/or may transmitcommunications before each maneuver (e.g., slowing down, speeding up,turning left or right, turning around, changing lanes, merging, exitinga highway, coming to a complete stop, reversing, etc.).

In other embodiments, sensors 120 in the semi-autonomous vehicle 108 maydetect maneuvers performed by the fully autonomous vehicle 182. Then,the on-board computer 114 may cause the semi-autonomous vehicle 108 toperform the detected maneuver. For example, the speedometer and/oraccelerometer may be used to determine the current speed of the fullyautonomous vehicle 182 and/or to determine whether the fully autonomousvehicle 182 is slowing down or speeding up. The on-board computer 114may then generate a control command to cause the semi-autonomous vehicle108 to travel at or below the current speed of the fully autonomousvehicle 182 to maintain a safe distance behind the fully autonomousvehicle 182. If the fully autonomous vehicle 182 is speeding up orslowing down, the on-board computer 114 may generate a control commandto cause the semi-autonomous vehicle 108 to speed up or slow down at thesame rate as the fully autonomous vehicle 182. In another example, thedigital camera, LIDAR sensor, and/or ultrasonic sensor may be used todetermine that the fully autonomous vehicle 182 is turning right orleft. Then the on-board computer 114 may generate a control command tocause the semi-autonomous vehicle 108 to turn in the same direction asthe fully autonomous vehicle 182.

Also in some embodiments, the on-board computer 114 may use acombination of sensor data detected by the sensors 120 and data receivedfrom communications with the fully autonomous vehicle 182 to identifymaneuvers performed by the fully autonomous vehicle 182. In this manner,when the semi-autonomous vehicle 108 does not have the sensorcapabilities to detect all maneuvers, data received from communicationsmay be used as a supplement to the sensor data. Further, when thesemi-autonomous vehicle 108 does not have the sensor capabilities todetect and/or monitor all of its surroundings, the fully autonomousvehicle 182 may act as a guide to ensure the semi-autonomous vehicle 108is safe to make a particular maneuver (e.g., by detecting a green lightbefore proceeding, thereby causing the semi-autonomous vehicle tofollow). The on-board computer 114 may then cause the semi-autonomousvehicle 108 to mimic the identified maneuver and/or replicate theidentified function.

FIG. 6 illustrates a flow diagram of an exemplary autonomous vehiclecaravan method for causing a malfunctioning or damaged autonomous orsemi-autonomous vehicle to follow an autonomous tow/repair vehicle toenhance the functionality of the autonomous or semi-autonomous vehicle600. In one respect, FIG. 6 depicts a computer-implemented method oftransporting and repairing a damaged Semi-Autonomous Vehicle (SAV) orAutonomous Vehicle (AV) 600. The method 600 may include determining anAV or SAV is malfunctioning or has damage to an autonomousfeature/system or vehicle-mounted sensor 602; evaluating the extent ofautonomous system or sensor damage 604; determining if the AV or SAV isstill serviceable 606; if so, then locating the nearest repair facilitywith the necessary parts and technical expertise required to repair thedamaged autonomous system or sensor 608; requesting that the nearestrepair facility send an Autonomous Repair Vehicle (ARV) to the currentlocation of the AV or SAV 610; directing the ARV to autonomously travelto the AV or SAV current GPS location 612; verifying the identity of theARV via the AV or SAV sensors/cameras or via IP address or identifierassociated with a ARV processor 614; determining the best route to therepair facility based upon the AV or SAV current GPS condition and/orcurrent capabilities, and causing the AV or SAV to follow the ARV 616;and/or causing the AV or SAV to mimic ARV maneuvers until reaching therepair facility 618. The method may include additional, less, oralternate actions, including those discussed elsewhere herein, such asthose discussed with respect to FIG. 5.

The method 600 may include determining an AV or SAV is malfunctioning orhas damage to an autonomous feature/system or vehicle-mounted sensor602. The AV or SAV may have several autonomous systems and/or sensors.An AV or SAV vehicle computer or controller may perform diagnosticchecks to determine that one or more autonomous systems and/or sensorsare not working as intended, or are otherwise malfunctioning.

The method 600 may include evaluating the extent of autonomous system orsensor damage 604. For instance, the AV or SAV vehicle computer orcontroller may determine an extent of the damage to the autonomoussystem or sensor. Additionally or alternatively, the autonomous systemor sensor may have a dedicated processor that determines an extent ofthe damage, including which electronic components are malfunctioning.

The method 600 may include determining if the AV or SAV is stillserviceable 606. For instance, based upon the extent of damage, the AVor SAV vehicle computer or controller may determine or assess whetherthe AV or SAV remains road worthy or otherwise capable of safelytraveling on roads with other traffic.

If so, the method 600 may include then locating the nearest repairfacility with the necessary parts and technical expertise required torepair the damaged autonomous system or sensor 608. For instance, the AVor SAV vehicle controller may search the internet or other wirelesscommunication network to locate repair facilities in the vicinity orproximity of the AV or SAV. The vehicle controller may communicate witha remote server associated with each repair facility to determine if arepair facility has the parts/components to repair the AV or SAV damage,and if they have requisite technical expertise and availability/time torepair the AV or SAV damage.

The method 600 may include requesting that the nearest repair facilitysend an Autonomous Repair Vehicle (ARV) to the current location of theAV or SAV 610. For instance, the AV or SAV vehicle controller may selectthe nearest repair facility that is qualified to repair the AV or SAVdamage, and send a wireless communication request to the repair facilityremote server via one or more radio links or wireless communicationchannels.

The method 600 may include directing the ARV to autonomously travel tothe AV or SAV current location 612. For instance, either the repairfacility remote server or AV or SAV vehicle controller may direct theARV to travel to the current GPS location of the AV or SAV, such as viawireless communication or data transmission over one or more radiofrequency links.

The method 600 may include verifying the identity of the ARV via the AVor SAV sensors/cameras 614. For instance, the AV or SAV may receive alicense plate number of the ARV from the repair facility remote servervia wireless communication. The AV or SAV may acquire images of the ARVlicense plate once the ARV arrives at the AV or SAV location, extractthe license plate number from the images (such as by using opticalcharacter recognition techniques), and verify that the ARV license plateis as expected before communicating with the ARV via wirelesscommunication or attempting to follow the ARV. Additionally oralternatively, the repair facility remote server may transmit an IPaddress or other processor identification associated with the ARV to theAV or SAV vehicle controller that can be verified once the AV or SAV andARV are within direct wireless communication range (such as Peer-to-Peercommunication).

The method 600 may include determining the best route to the repairfacility based upon the AV or SAV current condition or capabilities, andcausing the AV or SAV to follow the ARV 616. For instance, routes withlower speed limits and/or different types of roads (e.g., rural countyroads versus interstate highways or freeways) may be selected based uponthe current operational state of the AV or SAV. Shortest routes or othertypes of routes may also be selected. The AV or SAV vehicle controllermay determine the route, and the time of day at which to travel (e.g.,chose to travel during daylight if AV or SAV lights are inoperable).Alternatively, the ARV vehicle controller or repair facility remoteserver may determine the route, type of roads used, and/or time oftravel.

The method 600 may include causing the AV or SAV to mimic ARV maneuversuntil reaching the repair facility 618. For instance, the AV or SAVvehicle controller may cause the AV or SAV to perform the same maneuversand turns of the ARV, as discussed elsewhere herein, such as withrespect to FIG. 5. More generally, the method 600 may include causingthe AV or SAV to replicate ARV functions until reaching the repairfacility 618. Replicating functions performed by the ARV may includemimicking maneuvers performed by the ARV. Replicating functionsperformed by the ARV may also include gathering sensor information fromthe ARV and performing maneuvers based upon the gathered sensorinformation. For example, the ARV may detect traffic signals andtransmit the traffic signal to the AV or SAV. The AV or SAV may thenstart, stop, or slow down based upon the traffic signal. In anotherexample, the ARV may detect speed limit data from speed limit signs andtransmit the speed limit data to the AV or SAV. The AV or SAV may thenchange speed based upon the speed limit data.

In one aspect, a computer-implemented method of repairing amalfunctioning autonomous vehicle (AV) or semi-autonomous vehicle (SAV)may be provided. The method may include, via one or more AV orSAV-mounted processors, sensors, and/or transceivers, (1) determining anAV or SAV autonomous feature or sensor is malfunctioning; (2)determining an extent of the autonomous feature or sensor damage; (3)comparing the extent of the autonomous feature or sensor damage to apredetermined threshold for that autonomous feature or sensor todetermine whether or not the AV or SAV remains serviceable or otherwiseroad worthy (for instance, a predetermined threshold indicating anacceptable level of operating capacity may be stored in a memory unitfor each autonomous feature or system on a vehicle); (4) if the AV orSAV remains serviceable, locating a nearest repair facility having thenecessary electronic components in stock and technical expertise torepair the autonomous feature or sensor that is malfunctioning (such asvia wireless communication or data transmission over one or more radiolinks or wireless communication channels); and/or (5) requesting thenearest repair facility to send an autonomous repair vehicle (ARV) tothe current GPS location of the AV or SAV (such as via wirelesscommunication or data transmission over one or more radio links orwireless communication channels) to facilitate AV or SAV repair anddelivery of the AV or SAV to a repair facility.

Further, the method may include directing, via the one or more AV orSAV-mounted processors, the ARV to travel to the current GPS location ofthe AV or SAV (such as via wireless communication or data transmissionover one or more radio links or wireless communication channels). Themethod may include verifying, via the one or more AV or SAV-mountedprocessors, the identity of the ARV, such as by performing opticalcharacter recognition techniques on images of the ARV license plate andcomparing the license plate with an expected license plate numberreceived from the repair facility remote server via wirelesscommunication. Additionally or alternatively, the method may includeverifying, via the one or more AV or SAV-mounted processors, theidentity of the ARV via wireless communication or data transmission overa radio link with a vehicle controller of the ARV.

The method may also include determining, via the one or more AV orSAV-mounted processors, a route from the current GPS location of the AVor SAV to the repair facility, and transmitting the route to a vehiclecontroller of the ARV via wireless communication or data transmission.The method may include causing, via the one or more AV or SAV-mountedprocessors, the AV or SAV to mimic maneuvers of the ARV (such as oncethe ARV is within a predetermined distance of the AV or SAV, and as longas the ARV remains within the predetermined distance of the AV or SAV)until reaching the repair facility.

The method may include periodically (e.g., every second), via the one ormore AV or SAV-mounted processors, verifying that the AV or SAV remainswithin a predetermined distance (e.g., 100 feet) of the ARV (such as bycomparing AV or SAV GPS location with ARV GPS location) until reachingthe repair facility, and if not (i.e., if the predetermined distance isexceeded), then moving the AV or SAV to the side of the road, andparking the AV or SAV. The method may include additional, less, oralternate actions, including those discussed elsewhere herein, such asthose discussed with respect to FIG. 5.

Exemplary Methods of Determining Risk Using Telematics Data

As described herein, telematics data may be collected and used inmonitoring, controlling, evaluating, and assessing risks associated withautonomous or semi-autonomous operation of a vehicle 108. In someembodiments, the Data Application installed on the mobile computingdevice 110 and/or on-board computer 114 may be used to collect andtransmit data regarding vehicle operation. This data may includeoperating data regarding operation of the vehicle 108, autonomousoperation feature settings or configurations, sensor data (includinglocation data), data regarding the type or condition of the sensors 120,telematics data regarding vehicle regarding operation of the vehicle108, environmental data regarding the environment in which the vehicle108 is operating (e.g., weather, road, traffic, construction, or otherconditions). Such data may be transmitted from the vehicle 108 or themobile computing device 110 via radio links 183 (and/or via the network130) to the server 140. The server 140 may receive the data directly orindirectly (i.e., via a wired or wireless link 183 e to the network 130)from one or more vehicles 182 or mobile computing devices 184. Uponreceiving the data, the server 140 may process the data to determine oneor more risk levels associated with the vehicle 108.

In some embodiments, a plurality of risk levels associated withoperation of the vehicle 108 may be determined based upon the receiveddata, using methods similar to those discussed elsewhere herein, and atotal risk level associated with the vehicle 108 may be determined basedupon the plurality of risk levels. In other embodiments, the server 140may directly determine a total risk level based upon the received data.Such risk levels may be used for vehicle navigation, vehicle control,control hand-offs between the vehicle and driver, settings adjustments,driver alerts, accident avoidance, insurance policy generation oradjustment, and/or other processes as described elsewhere herein.

In some aspects, computer-implemented methods for monitoring the use ofa vehicle 108 having one or more autonomous operation features and/oradjusting an insurance policy associated with the vehicle 108 may beprovided. In some embodiments, the mobile computing device 110 and/oron-board computer 114 may have a Data Application installed thereon, asdescribed above. Such Data Application may be executed by one or moreprocessors of the mobile computing device 110 and/or on-board computer114 to, with the customer's permission or affirmative consent, collectthe sensor data, determine the telematics data, receive the feature uselevels, and transmit the information to the remote server 140. The DataApplication may similarly perform or cause to be performed any otherfunctions or operations described herein as being controlled by themobile computing device 110 and/or on-board computer 114.

The telematics data may include data regarding one or more of thefollowing regarding the vehicle 108: acceleration, braking, speed,heading, and/or location. The telematics data may further includeinformation regarding one or more of the following: time of day ofvehicle operation, road conditions in a vehicle environment in which thevehicle is operating, weather conditions in the vehicle environment,and/or traffic conditions in the vehicle environment. In someembodiments, the one or more sensors 120 of the mobile computing device110 may include one or more of the following sensors disposed within themobile computing device 110: an accelerometer array, a camera, amicrophone, and/or a geolocation unit (e.g., a GPS receiver). In furtherembodiments, one or more of the sensors 120 may be communicativelyconnected to the mobile computing device 110 (such as through a wirelesscommunication link).

The feature use levels may be received by the mobile computing device110 from the on-board computer 114 via yet another radio link 183between the mobile computing device 110 and the on-board computer 114,such as link 116. The feature use levels may include data indicatingadjustable settings for at least one of the one or more autonomousoperation features. Such adjustable settings may affect operation of theat least one of the one or more autonomous operation features incontrolling an aspect of vehicle operation, as described elsewhereherein.

In some embodiments, the method may further including receivingenvironmental information regarding the vehicle's environment at themobile computing device 110 and/or on-board computer 114 via anotherradio link 183 or wireless communication channel. Such environmentalinformation may also be transmitted to the remote server 140 via theradio link 183 and may be used by the remote server 140 in determiningthe total risk level. In some embodiments, the remote server 140 mayreceive part or all of the environmental information through the network130 from sources other than the mobile computing device 110 and/oron-board computer 114. Such sources may include third-party datasources, such as weather or traffic information services. Theenvironmental data may include one or more of the following: roadconditions, weather conditions, nearby traffic conditions, type of road,construction conditions, location of pedestrians, movement ofpedestrians, movement of other obstacles, signs, traffic signals, oravailability of autonomous communications from external sources. Theenvironmental data may similarly include any other data regarding avehicle environment described elsewhere herein.

In further embodiments, the method may include collecting additiontelematics data and/or information regarding feature use levels at aplurality of additional mobile computing devices 184 associated with aplurality of additional vehicles 182. Such additional telematics dataand/or information regarding feature use levels may be transmitted fromthe plurality of additional mobile computing devices 184 to the remoteserver 140 via a plurality of radio links 183 and received at one ormore processors of the remote server 140. The remote server 140 mayfurther base the determination of the total risk level at least in partupon the additional telematics data and/or feature use levels. Someembodiments of the methods described herein may include determining,adjusting, generating, rating, or otherwise performing actions necessaryfor creating or updating an insurance policy associated with the vehicle108.

Autonomous Vehicle Insurance Policies

The disclosure herein relates in part to insurance policies for vehicleswith autonomous operation features. Accordingly, as used herein, theterm “vehicle” may refer to any of a number of motorized transportationdevices. A vehicle may be a car, truck, bus, train, boat, plane,motorcycle, snowmobile, other personal transport devices, etc. Also asused herein, an “autonomous operation feature” of a vehicle means ahardware or software component or system operating within the vehicle tocontrol an aspect of vehicle operation without direct input from avehicle operator once the autonomous operation feature is enabled orengaged. Autonomous operation features may include semi-autonomousoperation features configured to control a part of the operation of thevehicle while the vehicle operator control other aspects of theoperation of the vehicle.

The term “autonomous vehicle” means a vehicle including at least oneautonomous operation feature, including semi-autonomous vehicles. A“fully autonomous vehicle” means a vehicle with one or more autonomousoperation features capable of operating the vehicle in the absence of orwithout operating input from a vehicle operator. Operating input from avehicle operator excludes selection of a destination or selection ofsettings relating to the one or more autonomous operation features.Autonomous and semi-autonomous vehicles and operation features may beclassified using the five degrees of automation described by theNational Highway Traffic Safety Administration's.

Additionally, the term “insurance policy” or “vehicle insurance policy,”as used herein, generally refers to a contract between an insurer and aninsured. In exchange for payments from the insured, the insurer pays fordamages to the insured which are caused by covered perils, acts, orevents as specified by the language of the insurance policy. Thepayments from the insured are generally referred to as “premiums,” andtypically are paid by or on behalf of the insured upon purchase of theinsurance policy or over time at periodic intervals.

Although the exemplary embodiments discussed herein relate to automobileinsurance policies, it should be appreciated that an insurance providermay offer or provide one or more different types of insurance policies.Other types of insurance policies may include, for example, commercialautomobile insurance, inland marine and mobile property insurance, oceanmarine insurance, boat insurance, motorcycle insurance, farm vehicleinsurance, aircraft or aviation insurance, and other types of insuranceproducts.

Autonomous Automobile Insurance

Some aspects of some embodiments described herein may relate toassessing and pricing insurance based upon autonomous (orsemi-autonomous) operation of the vehicle 108. Risk levels and/orinsurance policies may be assessed, generated, or revised based upon theuse of autonomous operation features or the availability of autonomousoperation features in the vehicle 108. Additionally, risk levels and/orinsurance policies may be assessed, generated, or revised based upon theeffectiveness or operating status of the autonomous operation features(i.e., degree to which the features are operating as intended or areimpaired, damaged, or otherwise prevented from full and ordinaryoperation). Thus, information regarding the capabilities oreffectiveness of the autonomous operation features available to be usedor actually used in operation of the vehicle 108 may be used in riskassessment and insurance policy determinations.

Insurance providers currently develop a set of rating factors based uponthe make, model, and model year of a vehicle. Models with better lossexperience receive lower factors, and thus lower rates. One reason thatthis current rating system cannot be used to assess risk for vehiclesusing autonomous technologies is that many autonomous operation featuresvary for the same vehicle model. For example, two vehicles of the samemodel may have different hardware features for automatic braking,different computer instructions for automatic steering, and/or differentartificial intelligence system versions. The current make and modelrating may also not account for the extent to which another “driver,” inthis case the vehicle itself, is controlling the vehicle. The presentembodiments may assess and price insurance risks at least in part basedupon autonomous operation features that replace actions of the driver.In a way, the vehicle-related computer instructions and artificialintelligence may be viewed as a “driver.”

Insurance policies, including insurance premiums, discounts, andrewards, may be updated, adjusted, and/or determined based upon hardwareor software functionality, and/or hardware or software upgrades,associated with autonomous operation features. Insurance policies,including insurance premiums, discounts, etc. may also be updated,adjusted, and/or determined based upon the amount of usage and/or thetype(s) of the autonomous or semi-autonomous technology employed by thevehicle. In one embodiment, performance of autonomous driving softwareand/or sophistication of artificial intelligence utilized in theautonomous operation features may be analyzed for each vehicle. Anautomobile insurance premium may be determined by evaluating howeffectively the vehicle may be able to avoid and/or mitigate crashesand/or the extent to which the driver's control of the vehicle isenhanced or replaced by the vehicle's software and artificialintelligence.

When pricing a vehicle with autonomous operation features, artificialintelligence capabilities, rather than human decision making, may beevaluated to determine the relative risk of the insurance policy. Thisevaluation may be conducted using multiple techniques. Autonomousoperation feature technology may be assessed in a test environment, inwhich the ability of the artificial intelligence to detect and avoidpotential crashes may be demonstrated experimentally. For example, thismay include a vehicle's ability to detect a slow-moving vehicle aheadand/or automatically apply the brakes to prevent a collision.Additionally, actual loss experience of the software in question may beanalyzed. Vehicles with superior artificial intelligence and crashavoidance capabilities may experience lower insurance losses in realdriving situations. Results from both the test environment and/or actualinsurance losses may be compared to the results of other autonomoussoftware packages and/or vehicles lacking autonomous operation featuresto determine relative risk levels or risk factors for one or moreautonomous operation features. To determine such risk levels or factors,the control decisions generated by autonomous operation features may beassessed to determine the degree to which actual or shadow controldecisions are expected to succeed in avoiding or mitigating vehicleaccidents. This risk levels or factors may be applicable to othervehicles that utilize the same or similar autonomous operation featuresand may, in some embodiments, be applied to vehicle utilizing similarfeatures (such as other software versions), which may require adjustmentfor differences between the features.

Emerging technology, such as new iterations of artificial intelligencesystems or other autonomous operation features, may be priced bycombining an individual test environment assessment with actual lossescorresponding to vehicles with similar autonomous operation features.The entire vehicle software and artificial intelligence evaluationprocess may be conducted with respect to each of various autonomousoperation features. A risk level or risk factor associated with the oneor more autonomous operation features of the vehicle could then bedetermined and applied when pricing insurance for the vehicle. In someembodiments, the driver's past loss experience and/or other driver riskcharacteristics may not be considered for fully autonomous vehicles, inwhich all driving decisions are made by the vehicle's artificialintelligence. Risks associated with the driver's operation of thevehicle may, however, be included in embodiments in which the drivercontrols some portion of vehicle operation in at least somecircumstances.

In one embodiment, a separate portion of the automobile insurancepremium may be based explicitly on the effectiveness of the autonomousoperation features. An analysis of how the artificial intelligence ofautonomous operation features facilitates avoiding accidents and/ormitigates the severity of accidents in order to build a database and/ormodel of risk assessment. After which, automobile insurance risk and/orpremiums (as well as insurance discounts, rewards, and/or points) may beadjusted based upon autonomous or semi-autonomous vehicle functionality,such as by individual autonomous operation features or groups thereof.In one aspect, an evaluation may be performed of how artificialintelligence, and the usage thereof, impacts automobile accidents and/orautomobile insurance claims. Such analysis may be based upon data from aplurality of autonomous vehicles operating in ordinary use, or theanalysis may be based upon tests performed upon autonomous vehiclesand/or autonomous operation feature test units.

The adjustments to automobile insurance rates or premiums based upon theautonomous or semi-autonomous vehicle-related functionality ortechnology may take into account the impact of such functionality ortechnology on the likelihood of a vehicle accident or collisionoccurring or upon the likely severity of such accident or collision. Forinstance, a processor may analyze historical accident information and/ortest data involving vehicles having autonomous or semi-autonomousfunctionality. Factors that may be analyzed and/or accounted for thatare related to insurance risk, accident information, or test data mayinclude the following: (1) point of impact; (2) type of road; (3) timeof day; (4) weather conditions; (5) road construction; (6) type/lengthof trip; (7) vehicle style; (8) level of pedestrian traffic; (9) levelof vehicle congestion; (10) atypical situations (such as manual trafficsignaling); (11) availability of internet connection for the vehicle;and/or other factors. These types of factors may also be weightedaccording to historical accident information, predicted accidents,vehicle trends, test data, and/or other considerations.

Automobile insurance premiums, rates, discounts, rewards, refunds,points, etc. may be adjusted based upon the percentage of time orvehicle usage that the vehicle is the driver, i.e., the amount of time aspecific driver uses each type of autonomous operation feature. In otherwords, insurance premiums, discounts, rewards, etc. may be adjustedbased upon the percentage of vehicle usage during which the autonomousor semi-autonomous functionality is in use. For example, automobileinsurance risks, premiums, discounts, etc. for an automobile having oneor more autonomous operation features may be adjusted and/or set basedupon the percentage of vehicle usage that the one or more individualautonomous operation features are in use, which may include anassessment of settings used for the autonomous operation features. Insome embodiments, such automobile insurance risks, premiums, discounts,etc. may be further set or adjusted based upon availability, use, orquality of Vehicle-to-Vehicle (V2V) wireless communication to a nearbyvehicle also employing the same or other type(s) of autonomouscommunication features. In another example, automobile insurance risks,premiums, discounts, etc. for a semi-autonomous vehicle may be adjustedand/or set based upon the percentage of vehicle usage that thesemi-autonomous vehicle caravans with one or more fully autonomousvehicles.

Insurance premiums, rates, ratings, discounts, rewards, special offers,points, programs, refunds, claims, claim amounts, etc. may be adjustedfor, or may otherwise take into account, the foregoing functionalities,technologies, or aspects of the autonomous operation features ofvehicles, as described elsewhere herein. For instance, insurancepolicies may be updated based upon autonomous or semi-autonomous vehiclefunctionality; V2V wireless communication-based autonomous orsemi-autonomous vehicle functionality; and/or vehicle-to-infrastructureor infrastructure-to-vehicle wireless communication-based autonomous orsemi-autonomous vehicle functionality.

Machine Learning

Machine learning techniques have been developed that allow parametric ornonparametric statistical analysis of large quantities of data. Suchmachine learning techniques may be used to automatically identifyrelevant variables (i.e., variables having statistical significance or asufficient degree of explanatory power) from data sets. This may includeidentifying relevant variables or estimating the effect of suchvariables that indicate actual observations in the data set. This mayalso include identifying latent variables not directly observed in thedata, viz. variables inferred from the observed data points. In someembodiments, the methods and systems described herein may use machinelearning techniques to identify and estimate the effects of observed orlatent variables such as time of day, weather conditions, trafficcongestion, interaction between autonomous operation features, or othersuch variables that influence the risks associated with autonomous orsemi-autonomous vehicle operation.

Some embodiments described herein may include automated machine learningto determine risk levels, identify relevant risk factors, optimizeautonomous or semi-autonomous operation, optimize routes, determineautonomous operation feature effectiveness, predict user demand for avehicle, determine vehicle operator or passenger illness or injury,evaluate sensor operating status, predict sensor failure, evaluatedamage to a vehicle, predict repairs to a vehicle, predict risksassociated with manual vehicle operation based upon the driver andenvironmental conditions, recommend optimal or preferred autonomousoperation feature usage, estimate risk reduction or cost savings fromfeature usage changes, determine when autonomous operation featuresshould be engaged or disengaged, determine whether a driver is preparedto resume control of some or all vehicle operations, and/or determineother events, conditions, risks, or actions as described elsewhereherein. Although the methods described elsewhere herein may not directlymention machine learning techniques, such methods may be read to includesuch machine learning for any determination or processing of data thatmay be accomplished using such techniques. In some embodiments, suchmachine-learning techniques may be implemented automatically uponoccurrence of certain events or upon certain conditions being met. Useof machine learning techniques, as described herein, may begin withtraining a machine learning program, or such techniques may begin with apreviously trained machine learning program.

A processor or a processing element may be trained using supervised orunsupervised machine learning, and the machine learning program mayemploy a neural network, which may be a convolutional neural network, adeep learning neural network, or a combined learning module or programthat learns in two or more fields or areas of interest. Machine learningmay involve identifying and recognizing patterns in existing data (suchas autonomous vehicle system, feature, or sensor data, autonomousvehicle system control signal data, vehicle-mounted sensor data, mobiledevice sensor data, and/or telematics, image, or radar data) in order tofacilitate making predictions for subsequent data (again, such asautonomous vehicle system, feature, or sensor data, autonomous vehiclesystem control signal data, vehicle-mounted sensor data, mobile devicesensor data, and/or telematics, image, or radar data). Models may becreated based upon example inputs of data in order to make valid andreliable predictions for novel inputs.

Additionally or alternatively, the machine learning programs may betrained by inputting sample data sets or certain data into the programs,such as autonomous system sensor and/or control signal data, and otherdata discuss herein. The machine learning programs may utilize deeplearning algorithms primarily focused on pattern recognition, and may betrained after processing multiple examples. The machine learningprograms may include Bayesian program learning (BPL), voice recognitionand synthesis, image or object recognition, optical characterrecognition, and/or natural language processing—either individually orin combination. The machine learning programs may also include naturallanguage processing, semantic analysis, automatic reasoning, and/ormachine learning.

In supervised machine learning, a processing element may be providedwith example inputs and their associated outputs, and may seek todiscover a general rule that maps inputs to outputs, so that whensubsequent novel inputs are provided the processing element may, basedupon the discovered rule, accurately predict the correct or a preferredoutput. In unsupervised machine learning, the processing element may berequired to find its own structure in unlabeled example inputs. In oneembodiment, machine learning techniques may be used to extract thecontrol signals generated by the autonomous systems or sensors, andunder what conditions those control signals were generated by theautonomous systems or sensors.

The machine learning programs may be trained with autonomous systemdata, autonomous sensor data, and/or vehicle-mounted or mobile devicesensor data to identify actions taken by the autonomous vehicle before,during, and/or after vehicle collisions; identify who was behind thewheel of the vehicle (whether actively driving, or riding along as theautonomous vehicle autonomously drove); identify actions taken by thehuman driver and/or autonomous system, and under what (road, traffic,congestion, or weather) conditions those actions were directed by theautonomous vehicle or the human driver; identify damage (or the extentof damage) to insurable vehicles after an insurance-related event orvehicle collision; and/or generate proposed insurance claims for insuredparties after an insurance-related event.

The machine learning programs may be trained with autonomous systemdata, autonomous vehicle sensor data, and/or vehicle-mounted or mobiledevice sensor data to identify preferred (or recommended) and actualcontrol signals relating to or associated with, for example, whether toapply the brakes; how quickly to apply the brakes; an amount of force orpressure to apply the brakes; how much to increase or decrease speed;how quickly to increase or decrease speed; how quickly to accelerate ordecelerate; how quickly to change lanes or exit; the speed to take whiletraversing an exit or entrance ramp; at what speed to approach a stopsign or light; how quickly to come to a complete stop; and/or howquickly to accelerate from a complete stop.

After training, machine learning programs (or information generated bysuch machine learning programs) may be used to evaluate additional data.Such data may be related to tests of new autonomous operation feature orversions thereof, actual operation of an autonomous vehicle, or othersimilar data to be analyzed or processed. The trained machine learningprograms (or programs utilizing models, parameters, or other dataproduced through the training process) may then be used for determining,assessing, analyzing, predicting, estimating, evaluating, or otherwiseprocessing new data not included in the training data. Such trainedmachine learning programs may, thus, be used to perform part or all ofthe analytical functions of the methods described elsewhere herein.

Other Matters

In some aspect, customers may opt-in to a rewards, loyalty, or otherprogram. The customers may allow a remote server to collect sensor,telematics, vehicle, mobile device, and other types of data discussedherein. With customer permission or affirmative consent, the datacollected may be analyzed to provide certain benefits to customers. Forinstance, insurance cost savings may be provided to lower risk or riskaverse customers. Recommendations that lower risk or provide costsavings to customers may also be generated and provided to customersbased upon data analysis. The other functionality discussed herein mayalso be provided to customers in return for them allowing collection andanalysis of the types of data discussed herein.

Although the text herein sets forth a detailed description of numerousdifferent embodiments, it should be understood that the legal scope ofthe invention is defined by the words of the claims set forth at the endof this patent. The detailed description is to be construed as exemplaryonly and does not describe every possible embodiment, as describingevery possible embodiment would be impractical, if not impossible. Onecould implement numerous alternate embodiments, using either currenttechnology or technology developed after the filing date of this patent,which would still fall within the scope of the claims.

It should also be understood that, unless a term is expressly defined inthis patent using the sentence “As used herein, the term ‘_(——————)’ ishereby defined to mean . . . ” or a similar sentence, there is no intentto limit the meaning of that term, either expressly or by implication,beyond its plain or ordinary meaning, and such term should not beinterpreted to be limited in scope based upon any statement made in anysection of this patent (other than the language of the claims). To theextent that any term recited in the claims at the end of this disclosureis referred to in this disclosure in a manner consistent with a singlemeaning, that is done for sake of clarity only so as to not confuse thereader, and it is not intended that such claim term be limited, byimplication or otherwise, to that single meaning. Finally, unless aclaim element is defined by reciting the word “means” and a functionwithout the recital of any structure, it is not intended that the scopeof any claim element be interpreted based upon the application of 35U.S.C. § 112(f).

Throughout this specification, plural instances may implementcomponents, operations, or structures described as a single instance.Although individual operations of one or more methods are illustratedand described as separate operations, one or more of the individualoperations may be performed concurrently, and nothing requires that theoperations be performed in the order illustrated. Structures andfunctionality presented as separate components in example configurationsmay be implemented as a combined structure or component. Similarly,structures and functionality presented as a single component may beimplemented as separate components. These and other variations,modifications, additions, and improvements fall within the scope of thesubject matter herein.

Additionally, certain embodiments are described herein as includinglogic or a number of routines, subroutines, applications, orinstructions. These may constitute either software (code embodied on anon-transitory, tangible machine-readable medium) or hardware. Inhardware, the routines, etc., are tangible units capable of performingcertain operations and may be configured or arranged in a certainmanner. In example embodiments, one or more computer systems (e.g., astandalone, client or server computer system) or one or more modules ofa computer system (e.g., a processor or a group of processors) may beconfigured by software (e.g., an application or application portion) asa module that operates to perform certain operations as describedherein.

In various embodiments, a module may be implemented mechanically orelectronically. Accordingly, the term “module” should be understood toencompass a tangible entity, be that an entity that is physicallyconstructed, permanently configured (e.g., hardwired), or temporarilyconfigured (e.g., programmed) to operate in a certain manner or toperform certain operations described herein. Considering embodiments inwhich modules are temporarily configured (e.g., programmed), each of themodules need not be configured or instantiated at any one instance intime. For example, where the modules comprise a general-purposeprocessor configured using software, the general-purpose processor maybe configured as respective different modules at different times.Software may accordingly configure a processor, for example, toconstitute a particular module at one instance of time and to constitutea different module at a different instance of time.

Modules can provide information to, and receive information from, othermodules. Accordingly, the described modules may be regarded as beingcommunicatively coupled. Where multiple of such modules existcontemporaneously, communications may be achieved through signaltransmission (e.g., over appropriate circuits and buses) that connectthe modules. In embodiments in which multiple modules are configured orinstantiated at different times, communications between such modules maybe achieved, for example, through the storage and retrieval ofinformation in memory structures to which the multiple modules haveaccess. For example, one module may perform an operation and store theoutput of that operation in a memory device to which it iscommunicatively coupled. A further module may then, at a later time,access the memory device to retrieve and process the stored output.Modules may also initiate communications with input or output devices,and can operate on a resource (e.g., a collection of information).

The various operations of example methods described herein may beperformed, at least partially, by one or more processors that aretemporarily configured (e.g., by software) or permanently configured toperform the relevant operations. Whether temporarily or permanentlyconfigured, such processors may constitute processor-implemented modulesthat operate to perform one or more operations or functions. The modulesreferred to herein may, in some example embodiments, compriseprocessor-implemented modules. Moreover, the systems and methodsdescribed herein are directed to an improvement to computerfunctionality and improve the functioning of conventional computers.

Similarly, the methods or routines described herein may be at leastpartially processor-implemented. For example, at least some of theoperations of a method may be performed by one or more processors orprocessor-implemented modules. The performance of certain of theoperations may be distributed among the one or more processors, not onlyresiding within a single machine, but deployed across a number ofmachines. In some example embodiments, the processor or processors maybe located in a single location (e.g., within a home environment, anoffice environment or as a server farm), while in other embodiments theprocessors may be distributed across a number of locations.

The performance of certain of the operations may be distributed amongthe one or more processors, not only residing within a single machine,but deployed across a number of machines. In some example embodiments,the one or more processors or processor-implemented modules may belocated in a single geographic location (e.g., within a homeenvironment, an office environment, or a server farm). In other exampleembodiments, the one or more processors or processor-implemented modulesmay be distributed across a number of geographic locations.

Unless specifically stated otherwise, discussions herein using wordssuch as “processing,” “computing,” “calculating,” “determining,”“presenting,” “displaying,” or the like may refer to actions orprocesses of a machine (e.g., a computer) that manipulates or transformsdata represented as physical (e.g., electronic, magnetic, or optical)quantities within one or more memories (e.g., volatile memory,non-volatile memory, or a combination thereof), registers, or othermachine components that receive, store, transmit, or displayinformation. Some embodiments may be described using the expression“coupled” and “connected” along with their derivatives. For example,some embodiments may be described using the term “coupled” to indicatethat two or more elements are in direct physical or electrical contact.The term “coupled,” however, may also mean that two or more elements arenot in direct contact with each other, but yet still co-operate orinteract with each other. The embodiments are not limited in thiscontext.

As used herein any reference to “one embodiment” or “an embodiment”means that a particular element, feature, structure, or characteristicdescribed in connection with the embodiment may be included in at leastone embodiment. The appearances of the phrase “in one embodiment” invarious places in the specification are not necessarily all referring tothe same embodiment. In addition, use of the “a” or “an” are employed todescribe elements and components of the embodiments herein. This is donemerely for convenience and to give a general sense of the description.This description, and the claims that follow, should be read to includeone or at least one and the singular also includes the plural unless itis obvious that it is meant otherwise.

As used herein, the terms “comprises,” “comprising,” “includes,”“including,” “has,” “having” or any other variation thereof, areintended to cover a non-exclusive inclusion. For example, a process,method, article, or apparatus that comprises a list of elements is notnecessarily limited to only those elements but may include otherelements not expressly listed or inherent to such process, method,article, or apparatus. Further, unless expressly stated to the contrary,“or” refers to an inclusive or and not to an exclusive or. For example,a condition A or B is satisfied by any one of the following: A is true(or present) and B is false (or not present), A is false (or notpresent) and B is true (or present), and both A and B are true (orpresent).

This detailed description is to be construed as exemplary only and doesnot describe every possible embodiment, as describing every possibleembodiment would be impractical, if not impossible. One could implementnumerous alternate embodiments, using either current technology ortechnology developed after the filing date of this application. Uponreading this disclosure, those of skill in the art will appreciate stilladditional alternative structural and functional designs for system anda method for assigning mobile device data to a vehicle through thedisclosed principles herein. Thus, while particular embodiments andapplications have been illustrated and described, it is to be understoodthat the disclosed embodiments are not limited to the preciseconstruction and components disclosed herein. Various modifications,changes and variations, which will be apparent to those skilled in theart, may be made in the arrangement, operation and details of the methodand apparatus disclosed herein without departing from the spirit andscope defined in the appended claims.

The particular features, structures, or characteristics of any specificembodiment may be combined in any suitable manner and in any suitablecombination with one or more other embodiments, including the use ofselected features without corresponding use of other features. Inaddition, many modifications may be made to adapt a particularapplication, situation or material to the essential scope and spirit ofthe present invention. It is to be understood that other variations andmodifications of the embodiments of the present invention described andillustrated herein are possible in light of the teachings herein and areto be considered part of the spirit and scope of the present invention.

While the preferred embodiments of the invention have been described, itshould be understood that the invention is not so limited andmodifications may be made without departing from the invention. Thescope of the invention is defined by the appended claims, and alldevices that come within the meaning of the claims, either literally orby equivalence, are intended to be embraced therein. It is thereforeintended that the foregoing detailed description be regarded asillustrative rather than limiting, and that it be understood that it isthe following claims, including all equivalents, that are intended todefine the spirit and scope of this invention.

What is claimed is:
 1. A computer-implemented method for enhancing thefunctionality of a vehicle, comprising: broadcasting, via one or moreprocessors and/or associated transceivers of a semiautonomous vehiclehaving one or more autonomous operation features, a request to follow afully autonomous vehicle within a predetermined communication range ofthe semi-autonomous vehicle via vehicle-to-vehicle wirelesscommunication; receiving, at the one or more processors and/orassociated transceivers of the semiautonomous vehicle viavehicle-to-vehicle communication, an indication directly from severalautonomous vehicles that each autonomous vehicle is within thepredetermined communication range of the semi-autonomous vehicle,wherein each indication includes identification information for theautonomous vehicle for determining a safety rating of the autonomousvehicle; selecting, at the one or more processors of the semi-autonomousvehicle, an autonomous vehicle from among the several autonomousvehicles within the predetermined communication range of thesemi-autonomous vehicle-based upon the safety rating of each of theseveral autonomous vehicles as determined according to theidentification information for each autonomous vehicle; and for aportion of the route, causing, by the one or more processors, thesemi-autonomous vehicle to follow the selected autonomous vehicle andmimic each maneuver performed by the autonomous vehicle.
 2. Thecomputer-implemented method of claim 1, wherein the one or moreprocessors periodically re-verify that the semi-autonomous vehicleremains within a predetermined distance of the selected autonomousvehicle, and when a distance between the vehicles exceeds thepredetermined threshold distance, the semi-autonomous vehicle maneuversto the side of the road and parks.
 3. The computer-implemented method ofclaim 1, wherein at least one component in the semi-autonomous vehicleis malfunctioning, such that the semi-autonomous vehicle requires inputfrom a vehicle operator to operate.
 4. The computer-implemented methodof claim 3, wherein the semi-autonomous vehicle is damaged in a vehiclecollision and the selected autonomous vehicle is a tow service vehicle.5. The computer-implemented method of claim 1, wherein thesemi-autonomous vehicle includes fewer sensors for autonomous operationthan the selected autonomous vehicle.
 6. The computer-implemented methodof claim 1, wherein causing the semi-autonomous vehicle to mimic eachmaneuver performed by the selected autonomous vehicle includes:receiving, at the one or more processors, an indication of an upcomingmaneuver to be performed by the selected autonomous vehicle and anindication of a time or location at which the upcoming maneuver will beperformed; and causing, by the one or more processors, thesemi-autonomous vehicle to perform the upcoming maneuver at theindicated time or location.
 7. The computer-implemented method of claim6, further comprising: receiving, at the one or more processors, anindication of a speed at which the selected autonomous vehicle istravelling; and causing, by the one or more processors, thesemi-autonomous vehicle to travel slower than the selected autonomousvehicle based upon the received speed.
 8. The computer-implementedmethod of claim 1, wherein causing the semi-autonomous vehicle to mimiceach maneuver performed by the selected autonomous vehicle includes:detecting, via one or more sensors within the semi-autonomous vehicle, amaneuver performed by the selected autonomous vehicle; and causing, bythe one or more processors, the semi-autonomous vehicle to perform asame maneuver as the detected maneuver.
 9. The computer-implementedmethod of claim 1, wherein a vehicle operator for the semi-autonomousvehicle provides input to the semi-autonomous vehicle to direct thesemi-autonomous vehicle to a location behind the autonomous vehicle; andwhen the semi-autonomous vehicle detects the selected autonomous vehiclein front of the semi-autonomous vehicle, the method further includescausing, by the one or more processors, the semi-autonomous vehicle tooperate without input from a vehicle operator.
 10. Thecomputer-implemented method of claim 1, wherein selecting, at the one ormore processors of the semi-autonomous vehicle, an autonomous vehiclefrom among the several autonomous vehicles within the predeterminedcommunication range of the semi-autonomous vehicle is based upon acomparison of the current route of the semi-autonomous vehicle with eachof the several autonomous vehicles' route, respectively.
 11. A computersystem configured to enhance the functionality of a vehicle, thecomputer system comprising one or more local or remote processors,transceivers, and/or sensors configured to: broadcast, via asemi-autonomous vehicle having one or more autonomous operationfeatures, a request to follow a fully autonomous vehicle within apredetermined communication range of the semi-autonomous vehicle viavehicle-to-vehicle wireless communication; receive, at thesemi-autonomous vehicle via vehicle-to-vehicle communication, anindication directly from several fully autonomous or fully operationalautonomous vehicles that each fully autonomous or fully operationalautonomous vehicle is within the predetermined communication range ofthe semi-autonomous vehicle, wherein each indication includesidentification information for the autonomous vehicle for determining asafety rating of the autonomous vehicle; select, at the semi-autonomousvehicle, an autonomous vehicle from among the several autonomousvehicles within the predetermined communication range of thesemiautonomous vehicle based upon the safety rating of each of theseveral autonomous vehicles as determined according to theidentification information for each autonomous vehicle; and for aportion of the route, cause the semi-autonomous vehicle to follow theselected autonomous vehicle and mimic each maneuver performed by theselected autonomous vehicle.
 12. The computer system of claim 11,wherein the semiautonomous vehicle periodically re-verifies that thesemi-autonomous vehicle remains within a predetermined distance of theselected autonomous vehicle, and when a distance between the vehiclesexceeds the predetermined threshold distance, the semi-autonomousvehicle maneuvers to the side of the road and parks.
 13. The computersystem of claim 11, wherein at least one component in thesemi-autonomous vehicle is malfunctioning, such that the semi-autonomousvehicle requires input from a vehicle operator to operate.
 14. Thecomputer system of claim 13, wherein the semiautonomous vehicle isdamaged in a vehicle collision and the selected autonomous vehicle is atow service vehicle.
 15. The computer system of claim 11, wherein thesemiautonomous vehicle includes fewer sensors for autonomous operationthan the selected autonomous vehicle.
 16. The computer system of claim11, wherein to cause the semi-autonomous vehicle to mimic each maneuverperformed by the selected autonomous vehicle, the one or more local orremote processors, transceivers, and/or sensors are configured to:receive an indication of an upcoming maneuver to be performed by theselected autonomous vehicle and an indication of a time or location atwhich the upcoming maneuver will be performed; and cause thesemi-autonomous vehicle to perform the upcoming maneuver at theindicated time or location.
 17. The computer system of claim 16, whereinone or more local or remote processors, transceivers, and/or sensors arefurther configured to: receive an indication of a speed at which theselected autonomous vehicle is travelling; and cause the semi-autonomousvehicle to travel slower than the selected autonomous vehicle based uponthe received speed.
 18. The computer system of claim 11, wherein tocause the semi-autonomous vehicle to mimic each maneuver performed bythe selected autonomous vehicle, the one or more local or remoteprocessors, transceivers, and/or sensors are configured to: detect, viaone or more sensors within the semi-autonomous vehicle, a maneuverperformed by the selected autonomous vehicle; and cause thesemi-autonomous vehicle to perform a same maneuver as the detectedmaneuver.
 19. The computer system of claim 11, wherein a vehicleoperator for the semi-autonomous vehicle provides input to thesemi-autonomous vehicle to direct the semi-autonomous vehicle to alocation behind the selected autonomous vehicle; and when thesemi-autonomous vehicle detects the selected autonomous vehicle in frontof the semi-autonomous vehicle, the one or more local or remoteprocessors, transceivers, and/or sensors are configured to cause thesemi-autonomous vehicle to operate without input from a vehicleoperator.
 20. The computer system of claim 11, wherein selecting at thesemi-autonomous vehicle, an autonomous vehicle from among the severalautonomous vehicles within the predetermined communication range of thesemiautonomous vehicle is based upon a comparison of the current routeof the semi-autonomous vehicle with each of the several autonomousvehicles' route, respectively.